RTM Extended Clutch Slave Cylinder Pushrod: DSM/EVO 1-3

Your miracle cure for clutch disengagement problems! This piece, CNC-machined from 304 stainless steel can be a real life saver, especially after installing your new heavy duty clutch. It doesn't change the throw of your cylinder, but it's 11mm longer than stock length changes WHERE things happen, enabling you to adjust your engagement point up off the floor.

NOTE: There's a lot of misinformation out there regarding this component's intended function, so we're going to set the record straight. First off, this pushrod is NOT intended to compensate for gross flaws or defects in the clutch system. Defects such as air in the hydraulic system, a worn, broken or defective clutch pedal assembly, incorrect flywheel step height, etc, etc are all issues that should be addressed and corrected BEFORE any attention is given to the clutch pedal adjustment mechanism.

The extended pushrod's general function is to be an additional adjustment mechanism for the clutch pedal engagement point. That is, instead of just a single mechanism to adjust the clutch pedal's engagement point (the threaded rod between the pedal and the master cylinder) the extended pushrod acts as an additional source of adjustment. Ideally, the extended pushrod should ONLY be used after the master cylinder adjustment rod has reached the limits of its adjustment and the pedal's engagement point is still unsatisfactory.

There are some people who claim that using an extended pushrod is a "band-aid" fix to compensate for bent, worn, incorrect, broken or defective components. And certainly, a clutch system that seems "way out of adjustment" could very well have bent, worn, incorrect, broken or defective components and as we pointed out initially, these problems SHOULD BE CORRECTED BEFORE ANY ATTEMPT IS MADE TO ADJUST THE CLUTCH. If a clutch that required adjustment was an obvious sign that "something was wrong" why did Mitsu design the clutch system with provision for adjustment at all? Because there are other reasons that the clutch might require adjustment. The pressure plate friction surface, friction disc friction surface and flywheel friction surface are all surfaces that are SUPPOSED to wear with use. As these surfaces wear, the pedal engagement point changes. There is also the issue of slight differences in the various clutch components between different manufacturers, which can change the clutch geometry slightly. There is also the issue of "tolerance stackup" where slight differences in the specs of multiple components accumulate (or "stack") resulting in a relatively large overall departure from nominal specs. It is for all these reasons that having to adjust the clutch pedal engagement point is not necessarily a sign of a problem, but can be the result of perfectly legitimate reasons.

Applications:
DSM (1990-99).
EVO (I-III).