By John Gadd

Introduction

In our quest to build a streetable Evo for the masses, we were led to the inevitable dilemma that faces many Evo owners.

Most Evo owners want a clutch that can handle the rigors of daily driving, the occasional hard launch, a lapping session at the track, be able to do all of this while maintaining good feel and pedal pressure, and not needing to be replaced frequently. The choices are numerous, and often debated about here on this site. As for me, I'm a very demanding clutch customer. As a dyno operator for 7 years, I've had the opportunity to drive nearly anything you can think of, and every manner of clutch you can imagine as well. When clutch replacement came around, importance was put on reasonable price, streetability, low noise and chatter, and reliability. With these in mind, we looked into single plate clutch options that would accommodate both these requirements and be a fit for the 310whp the vehicle is currently producing with a little room for power upgrades in the future.

After speaking with a Fidanza representative, they recommended their new stage 3.2 clutch and flywheel to meet our needs. Other models include the 2.1 carbon kevlar, 4.3 ceramic, and 5.4 sintered iron solid hub with future multi plate clutches to come. The 3.2 clutch uses a 4 puck sprung disc, mated to their pressure plate and a multi piece aluminum flywheel. Admittedly, I was skeptical that this clutch could delivery the desired performance, drivability, and reliability. Fidanza repeatedly reassured me that I would be very pleased with it.

Initial Impression

Once received, I was able to get a good look at the construction of the clutch. The disc pad material is Kevlar, a very durable compound that has high temperature resistance, an important note for a car that is going to be launched hard. It uses no Marcel spring, which improves durability at the expense of some smoothness. The pressure plate uses grooved fingers, which improves clamping force without adding weight or additional pedal pressure. The flywheel is a featherweight 10.5 pounds, and unlike most aluminum flywheels of the past, features a rebuildable friction surface, which extends the life of the flywheel, eliminating resurfacing when the disc is replaced. One concern common with aluminum flywheels is loosening due to expansion and contraction in addition to sub standard flywheel bolts. Fidanza explained to us that this problem has been addressed by creating the previously mentioned multi piece design as well as including extremely high grade hardware. Even still, it is always a good idea to use thread locker when installing. Lastly, as with all Fidanza kits, the clutch kit comes complete with a throw out bearing and clutch disc alignment tool.

Installation

Due to the degree of difficulty and required experience, we will not highlight the install steps. Anyone that is not completely comfortable removing their transmission should seek a professional installation shop, preferably one with experience on Evolutions. We contracted a Tampa area DSM specialty shop, Brotherz Racing , to handle the install. Having experienced Evo technicians, they were able to install the clutch quickly and without problems.

Impressions and Performance

Fidanza recommends a 500 mile break-in period to ensure the friction surfaces seat properly. This process includes driving in around town conditions varying the load, but avoiding heavy throttle or high rpm shifts. This is critical to ensure the life and performance of most clutches. I was immediately impressed with the pedal pressure and smoothness of engagement, with only the smallest perceivable hint of clutch chatter. It felt very much like the stock clutch in all aspects. In fact, the clutch felt so similar to the OEM clutch that I had to remind myself that it was still in break-in. After only a few days, that small bit of chatter was gone, and engagement was very positive with great feel.

After 2 weeks of gentle shifts and starts, the break in was complete and it was time to visit the track for some testing. The particular road course was a privately owned, small and tight, with lots of braking, shifting, and a back straight that allows around 100mph top speed in my Evo. If there's a flaw in your car, this track will find it. Redline upshifts were cleanly executed, and various methods of downshifting were nearly fool proof. The lighter flywheel sharpened throttle response and definitely allowed the engine to accelerate faster, without causing any unwanted low rpm drivability problems. On the course (and off), the Fidanza flywheel is certainly a great asset.

After the first session, the brake fluid boiled and smoke poured off the stock brakes. After a cool down, we attempted a second session, but it ended prematurely after just 3 laps due to brake fade. One thing that never changed was how the clutch behaved - as good on the first lap as it was on the last. Never a slip, never a rancid smell, it just plain worked. This track puts a lot of stress on any clutch, but nothing qualifies a clutch for the Evo like a trip to the drag strip.

A rainy summer in Florida makes it difficult to schedule a trip to Bradenton Motorsports Park, nearly an hour from my home in Tampa. It took several weeks to coordinate my schedule with the weather, so when things finally fell into place, I had already amassed 2200 miles on the clutch. Upon arrival, the temperature was well over 90 degrees, not the best weather to drag race. Undeterred, I prepped my car and soon came to the line. As mentioned. the evo utilizes a mild set up, making 310 horsepower, aided by a reflashed ECU and 5500rpm launch limiter. I was able to get in 5 passes before the rains again descended upon the track. The first few passes I used the limiter, the last two I launched without. Using the limiter, I was able to click off two low 1.8 60 fts and one 1.7 launch. Conventional launches I was able to click off 1.7's on both tries. The reason for the difference was the ability to launch at a higher rpm. The lighter flywheel may be the cause, but would be a non factor with a higher launch limiter rpm. With either method, the clutch proved up to the task, never sticking after a hard launch, never a grind on upshift, and never venting obnoxious odors, despite the heat, despite the lack of cool down time, despite everything stacked against it.

After all this, a total of 4000 miles have been put on the clutch, driving it every day. There is no hesitation to valet park the car, nor do the valets have any issues with driving it. As an added bonus, and this just could be a coincidence, but the throw out bearing noise so common in every Evo is much less than it was prior. This bonus is the icing on the cake of a very capable performer. As someone who demands perfection from a clutch, giving it my recommendation is simply the highest compliment I can give. Try as I might, I was unable to find fault in the clutch. If you're in the market for a clutch, the Fidanza clutch should be on your list.