24 February 2010|
The Fidanza name is synonymous with superior racing flywheels designed and built in the USA. Over the years they dominated the tuner market as a widely available and lower cost solution to JDM brands. As the years went on, owner Bob Scheid decided to use his engineering and manufacturing capabilities to deliver other product lines for the aftermarket. Soon there were short shifters, cam gears, CV shafts and products to compliment the flywheels - a wide array of clutchees.
We talked with Scheid about how to order the right clutch for the application, in this case we use a 2.2L Honda motor as an example. With basic performance upgrades, the owner has aspirations of a turbo and uses the car for street and the occasional track day. “Choosing the right clutch is imperative,” says Scheid “because most owners claim they want the highest stage and it can cause drivability issues and premature wear.”
Scheid claims you have to have realistic horsepower goals in mind and know how you plan to use the car. You have to have the proper clamp load and material to suit your needs. For that reason, Fidanza offers 4-levels of performance for each and every platform. The range will accommodate everything from mild to wild, and it is easy to distinguish and select the correct app on the website. Fidanza claims that some competing clutch manufacturers can skimp on the friction material to increase clamp load. Although this practice can be effective, it may decrease clutch life and can prematurely fail. Fidanza on the other hand offers the same thickness and a variety of materials to build their multi-stage line.
A quick look at the application line and it is evident what clutch matches your level of mods. The four stages are expressed as the 2.1, 3.2, 4.3 and 5.4 for every need. The 2.1 (#392201) is a Carbon Kevlar material with a steel backing to equate to the longest life clutch material. The sprung hub and the marcel cushion in the friction material means it is smooth engaging but solid as well for producing quick starts. The 2.1 is the ultimate daily driver clutch for stock cars or those with basic performance upgrades (BPU) like intake and exhaust.
The 3.2 (#392202) is a step up and will feel different than the Stage 1. This clutch features Kevlar buttons for added friction and no marcel material for cushioning. The engagement may be less forgiving than the 3.2, but the added grip and extended life are beneficial. The 3.2 is recommended for daily drivers with more than BPUs, including tuning upgrades, sticky tires and stiffer suspensions for track days.
The 4.3 (#392203) is where the Fidanza line starts getting serious because it is one mean clutch. It also has a sprung hub damper but doesn’t drive like the Stage 2 or 3. The ceramic buttons on the clutch grab 100-percent on engagement putting the power to the pavement quickly. It is an unforgiving clutch that performs very well with cars featuring all of the supporting mods in addition to a turbo, supercharger or loads of nitrous!
Finally, the big dog clutch is the 5.4 (#392204) which has none of the comforts that the rest of the line offers. It has no spring hub, no marcel and the material is sintered iron. What this means to the driver is an instant, positive driveline grab for high horsepower applications. This is for all out racing and drifting cars that need to put the power down with no hesitation and no BS!
Scheid was quick to point out that Stages 1-3 have one universal requirement after installation: for owners to behave and to be patient during the 500-mile break-in requirement. Once this period has passed, you can get as crazy as you want with the clutch and it will not fail you. The 5.4, of course, is ready to go out of the box with its aggressive friction material as are Fidanza’s new line of twin-plates.
In the case of the daily driven Honda with basic performance upgrades and tuning, the 2.3 was an ideal fit. Sure, the turbo was being planned but the power wasn’t there yet and the drivability would suffer with the 4.3 clutch kit. Finally, a lightweight flywheel was added to interface with the new clutch. A high-revving engine like the F22C can really benefit from a lightened flywheel versus the OEM unit. The 6061 T6 aluminum flywheel features a strong 1045 steel insert and tips the scales at only 7.5-pounds.
The bottom line is more clamping force for all types of driving with a smooth daily driving engagement. The flywheel frees up horsepower and torque by reducing rotating mass and the revs are more responsive. When it comes to putting the power down, Fidnaza knows how to get the job done.
Clutch Kit & Flywheel