Competition Clutch Stage 2 Kit for K20A/Z & K24A2/Z7

Competition Clutch Stage 2 for K20A/Z and K24A2/Z7: What It Actually Is

If your K-series is making real power and the stock clutch is starting to slip, but you're not ready to suffer through a race clutch on your commute, the Competition Clutch 2100 Series Stage 2 kit is where most K-series builds land. It fits K20A2, K20A3, K20Z3, K24A2, and K24Z7 engines, covering the 2002-2006 Acura RSX, 2004-2008 Acura TSX, and Civic Si models from 2002 through 2015.

Competition Clutch rates the 2100 Series at a 40-50% increase in torque capacity over stock, which is a meaningful step up without crossing into aggressive puck-disc territory. The clutch torque rating comes in around 298-300 ft/lbs depending on the source. That's enough headroom for a built K running bolt-ons and a tune, or a Civic Si that sees the occasional track day, without making your left leg hate you in traffic.

Why the Disc Upgrade Matters

The stock K-series clutch runs a 212 mm disc. Competition Clutch bumps that to 230 mm in the Stage 2 kit. More contact area means more friction surface working for you, which is part of how they get the torque capacity up without going to an aggressive puck material that chatters at every stoplight.

The disc itself uses Competition Clutch's Steelback Brass Plus construction: a full-face, sprung hub design with anti-burst steel-backed Brass Plus facings. Full-face means smooth, predictable engagement. Sprung hub means the torsional damper springs are still in the disc, so you keep that buffer between engine pulses and the transmission. It's noticeably firmer than OEM, but it doesn't feel like flipping a switch.

The pressure plate clamping load goes from 1,700 LBf stock to 2,200 LBf. That's where the extra holding power comes from. Your pedal will reflect it, so expect a heavier feel than stock, though most daily drivers find it manageable.

The Flywheel (8090-ST-2100 Kit)

The with-flywheel version (part number 8090-ST-2100) includes a 16 lb steel flywheel. Steel keeps it compatible with your factory ECU's misfire detection system, so no reprogramming, no emission issues. A lighter flywheel lets the motor spin up faster, which makes the car feel more responsive on track and in spirited driving. The trade-off is a slightly lumpier idle feel and a bit less inertia when pulling away from a stop, particularly in slow traffic. If you're building a dedicated weekend car, you'll love it. If you're grinding through a two-hour commute every day, factor that in.

If you already have a flywheel you're happy with, the clutch-only version is part number 8090-RK-2100 and skips the flywheel entirely.

Break-In: Don't Skip It

Competition Clutch requires a minimum 300-mile break-in and strongly recommends 500 miles. That means no hard launches, no clutch dumps, and keeping full-throttle pulls to a minimum until the disc is properly seated. Glaze the disc early and you'll be back here buying another one. Do the miles, let it bed properly, and this clutch will last.

Who This Is For

The Stage 2 is aimed at aggressive street use and moderate track work. It's not a race clutch. It won't handle abuse that a multi-puck ceramic would shrug off, and it's not trying to. What it does is give a built or tuned K-series a clutch that keeps up, stays predictable, and doesn't make the car miserable to drive every day. For most K-series enthusiasts, that's exactly the balance they're looking for.