"Stage" in clutch word is all about torque capacity, usually dictated by clamping force, plate diameter and number of friction/driven plates. It does nothing for shift times at all.
Bear in mind that the drive-line is an integrated "system" - improving the capability of one unit shifts the weakest point.
Driveline is
Engine - beware increased lubricant temperatures, bearing, piston/ring/rod and retainer (rod bolts and head stud) loads
Clutch
Gear box, consists of input shaft, input gear and laygear, bearings, syncro's and gear tooth strength
Tailshaft including universal joints
Diff gears (pinion and ring gear)
Driveshafts to the wheels (including CV joints)
If you are going for "big" torque numbers, each of these components needs to be revisited ...... and specified accordingly.
In a FI situation, if the additional performance is used "occasionally", then an uprated clutch "might" be all you need, BUT if you regularly exploit the additional torque, especially in the lower gears, then eventually something will break (and it might be the engine as higher boost pressures stress the main and rod bearings and inject a whole lot of additional heat into the oil !!).
Bear in mind that an uprated clutch with increased clamping pressure risks wearing the thrust face in the block and if that wears sufficiently to place a sideload onto the rods, then engine failure will not be far away.
It sounds to me like you need to hasten slowly and do a heap more research, and bear in mind that a lot of what you get off the inter-web is opinion and assertion.
Tread you own path !!
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