Due to the increased horsepower, my stock clutch was replaced with a Centerforce Dual Friction clutch. With all the added horse power, I couldn't expect my clutch to last much longer. The upgrade was more preventive maintenance than anything else, especially since I had future plans of to do some drag racing. The CFDF clutch felt pretty much identical to stock. The advantage to the CFDF is that the pressure plate exerts about has about 30% more pressure on the disc than the stock pressure plate. The clutch seemed to work well for everyday driving, but on the track I couldn't have been more disappointed. About 2500 miles, and 8 1/4 mile runs later, it failed. During a shift into second gear it completely gave out. When I pulled it out, the disc was worn down to nothing. The pressure plate was ruined due the intense heat, and my flywheel was severely grooved. Centerforce (Midway Industries) told me it was abused and they would not cover it under warrantee. I decided to do a little research. After talking with Ray Locheed from SR Motorsports, I decided to go with the ACT 6 puck racing package along with an 11.5 pound lightweight flywheel. The 6 puck disc design is made of a bronze metallic material which is much durable than the organic discs, and has less of a tendency to slip. High performance does have its downsides, however. Because the clutch does not like to slip, it makes for very difficult launches from a start. It simply grabs extremely hard, very quickly. At first I had some trouble with it , but as it began to break in (a few hundred miles later) it smoothed out quite a bit. I also decrease the clutch pedal travel and tuned it to engage at the point where I felt comfortable with the whole setup.
ACT Clutch (organic disc shown)
Along with the clutch, I installed a lightweight flywheel. The lightweight flywheel reduces rotational mass (frees up horse power) and allows the engine to rev up and down faster. The quicker the engine revs, the quicker the turbos spool. That means I'm in my power band that much sooner. The lightweight flywheel is also easier on your drive train than the stock flywheel. Over time it will extend the life of your transmission as well as your rear end. The reasoning behind this is that between shifts, engine rpm's drop quicker. When a shift is made and the clutch is reengaged, there is less stress on the gears than if the engine was at a higher rpm.
Lightweight flywheels are mainly used by drivers who want more control and acceleration out of turns and between shifts. The use of a lightweight flywheel can actually decrease 1/4 mile times since the stored momentum from the heavier flywheel is lost during the launch. My 1/4 times have not changed since I've switched to the lightweight flywheel.