Aftermarket clutch suppliers rejoiced at the introduction of the Ducati 1098 in 2007, because this fine Italian machine did not include a slipper clutch as standard.
Italy’s EVR is one of those suppliers. Imported by Advanced Motorsports Ducati, the EVR Clutch Tuning System has several features that set it apart from other slipper clutches.
The first thing is who makes it: Edo Vigna Racing. Mr. Vigna, working with Ducati nearly 20 years ago, fathered the modern slipper clutch. In the 1990s, he worked directly with riders such as Troy Corser and Fabrizio Pirovano in World Superbike, while more recently, the EVR Corse team ran factory-supported MV Agustas in European Superstock racing, winning the 2006 championship. Did you catch that? The slipper clutch was
While that alone is encouragement enough to consider this clutch, the fact that it also works beautifully should seal the deal.
It does this primarily by operating with a different design than the usual ramp-type slipper that lifts the whole center hub and pressure plate from the bottom, which causes much friction between it and the plates, especially as the unit wears. EVR instead uses a cam on top of the hub that rotates and lifts the pressure plate only.
Slipper action can be tuned by removing up to three of the six small springs arranged end-to-end around the unit. Also, the standard pressure-plate springs themselves re-engage the clutch, so there is no need for the hub-returning (and prone to breakage) spider spring of the ramp-type unit.
Most parts are included for the swap, from the sintered-metal frictions to the steels to the basket and the rest, and all are beautifully made. The aluminum basket, for example, features 48 half-round grooves in which the friction plates ride, which spreads the load better than the stock 12 slots/tangs, reducing wear. Also, the red-anodized aluminum ventilated pressure plate (black is also available) with its fan-like openings assists cooling for consistent action.
The EVR—currently available for Ducatis only—works like butter on hard corner-entry downshifts, is also quite consistent during off-the-line engagement and, because stock pressure-plate springs are retained (as is the throw-out bearing), lever pull is the same.
After 5000 miles of street and track use, neither slipper nor engagement action has changed.
The only downside? No more bump-starting your Ducati…
Advanced Motorsports Ducati
1318 N. Indusrial Blvd.
Dallas, TX 75207
- Works beautifully
- Long wearing
- Installs like a standard clutch
- Easy-tune slipper action using springs, not plate thickness
- Can’t say engine braking slowed your lap time anymore
- Stock clutch cover doesn’t fit