How To Install a Fidanza Clutch and Flywheel

If you're like most muscle car enthusiasts you are constantly trying to squeeze more power from your car's engine. If that car has a manual transmission, then there will probably come a time when your engine's power output exceeds the clamping force provided by the OEM clutch. The clutch is the vital linkage between your engine and the transmission and if it is not properly matched with your engines power output level, don't expect it to last very long.

Since we are starting stage 2 of Project "Pony Up", Muscle Car Blog's 2007 Ford Mustang GT project vehicle build-up, we are shifting focus from aggressive appearance and bolt-on upgrades to installing raw power and performance upgrades. To handle the power we have planned for Project "Pony Up" we turned to Fidanza for their FOUR.THREE Clutch Kit and a lighter Aluminum Flywheel.

Before selecting an aftermarket clutch for your ride, you need to know a few things about clutches and how you intend to put them to use. With clutch design, the materials used can make a major difference in how the clutch behaves under varying driving conditions.

Fidanza's TWO.ONE clutch kit is the tamest of their performance clutch kits available, yet it is far superior to the OEM clutch supplied by your manufacturer. Using a carbon and Kevlar compound for the pressure plate, Fidanza has developed a smooth, durable, and manageable clutch that engages quickly under any driving conditions. The clutch disc features a Marcel cushion and torsion damper to allow for smooth, reliable operation while maintaining fantastic OEM like drivability. While this clutch is super smooth and long lasting, it's not ideal for what we have in mind.

The THREE.TWO clutch kit, which is effectively their stage 2 clutch kit, utilizes a four point puck design with Kevlar buttons for the clutch disc, which provides aggressive grip and lighter rotating weight. The clutch plate also employs a torsion damper, but has lost the Marcel cushion. The THREE.TWO clutch disc sacrifices a little bit of smooth engagement for additional clamping power, but could still be used in a daily driver.

The FOUR.THREE clutch is where Fidanza starts to get a little nasty. Even though this clutch plate still has a torsion damper on it, you had better have some good footwork to use this clutch. Having six pucks and ceramic buttons, this clutch plate is all business and forgiveness is not one of its better qualities. The clamping load is significant and its designed for high performance applications such as nitrous feed or forced induction applications. Power is planted as soon as you let the clutch go but with practice can be used on the road, although you might as well pull over if you get stuck in traffic.

The FIVE.FOUR is Fidanza's race version of the clutch and to put it in their words, "you're either building a race car or a rocket". There is no torsion damper. There is no Marcel cushion. The clutch pad material is made from sintered iron and when you let that clutch out, hold on. This is a race application and if you are interested in using your car on the street, this is too much clutch for you.

Our consistent theme for our project vehicle has been one of freeing up existing horsepower by reducing parasitic drag on the motor. On the front of the engine we installed underdrive pulleys to reduce accessory drag on the motor so adding a lightened flywheel to the back of the motor is the next logical choice. Adding Fidanza's aluminum flywheel reduces the engine's rotating mass which translates to a perceived loss of low-end torque and increase of top-end horsepower. This perceived loss of low end torque could be a problem for anyone trying to drag race a naturally aspirated car.