{"title":"Competition Clutch","description":"\u003cspan style=\"text-decoration: underline;\"\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca href=\"https:\/\/www.hybrid-racing.com\/collections\/all\" style=\"color: #ff2a00; text-decoration: underline;\"\u003eClear All Filters\u003c\/a\u003e\u003c\/span\u003e\u003c\/span\u003e","products":[{"product_id":"competition-clutch-stage-1-gravity-clutch","title":"Competition Clutch Stage 1 Gravity Clutch for K20A3\/A4","description":"\u003cul\u003e\n\u003cli\u003e40-50% Torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003eMaintains Stock Pedal Feel \u003c\/li\u003e\n\u003cli\u003eAlignment Tool \u0026amp; Throw Out Bearing Included \u003c\/li\u003e\n\u003cli\u003eNot Intended for Forced Induction or Nitrous \u003c\/li\u003e\n\u003cli\u003e Increased Torque Capacity \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 1 Gravity Series 2400 – RSX Base \/ EP3 Civic Si \/ Accord 5spd\u003c\/h3\u003e\n\n\u003cp\u003e\nThe Competition Clutch Stage 1 Gravity Series 2400 is for mild K-series street cars where the stock clutch starts to tap out. Not because you built a drag car, but because you actually drive it hard, added bolt-ons, and put heat in it. Expect roughly a 40–50% bump in torque capacity with a pedal that’s very close to stock, so you can still slog through traffic and commute without hating life.\n\u003c\/p\u003e\n\n\u003cp\u003e\nThis Competition Clutch 2400 Acura RSX \/ Civic \/ Accord setup fits the K20A3 and similar K-series in:\n\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e2002–2005 Honda Civic Si (if you’re trying to buy Stage 1 Clutch Honda Civic or a Honda Civic Si Stage 1 Clutch, this is the one)\u003c\/li\u003e\n\u003cli\u003e2002–2006 Acura RSX Base 5spd (perfect if you need an Acura RSX Base 5spd clutch or a Stage 1 Clutch Acura RSX)\u003c\/li\u003e\n\u003cli\u003e2003–2006 Honda Accord 5spd (solid choice if you’re looking to buy clutch for Accord 5spd or a Stage 1 Clutch Honda Accord)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\n  \u003cstrong\u003e\u003cbr\u003eTrade-offs matter, so here’s the blunt part.\u003c\/strong\u003e This clutch is not for forced induction.  \n  No turbos, no superchargers, no nitrous. Boost and spray hit the drivetrain with sharp torque spikes and extra heat that an organic Stage 1 clutch won’t be happy with over time. If you’re planning boost “eventually,” just skip this now and move up a stage instead of buying twice.\n\u003c\/p\u003e\n\n\u003cp\u003e\u003cbr\u003eWhere the Gravity Clutch K20A3 \/ K20A4 setup really works is naturally aspirated K-series builds. A K20A3 or K24A4 with intake, header, exhaust, and a decent tune sits right in its sweet spot. It handles the extra torque and temperature without slipping, but it won’t hammer you with a heavy pedal, nasty chatter, or an on\/off engagement.\n\u003c\/p\u003e\n\n\u003cp\u003e\u003cbr\u003eThat balance is the whole story. You get a clutch that hangs on when you lean into it, stays predictable in traffic, and doesn’t chew up the gearbox or your left leg. We still run Competition Clutch Stage 1 setups on our own mild K builds for exactly that reason, they just work without making the car feel like a chore to drive.\u003c\/p\u003e\n\u003cul\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\nStick to the recommended 300-mile easy break-in if you want it to last. Let the disc bed in properly, then beat on it. If you launch it hard right out of the shop, you’re just throwing away lifespan for nothing.\n\u003c\/p\u003e\n\n\u003cp\u003e\n\u003cu\u003eFitment note (read this before you hit “buy”):\u003c\/u\u003e\u003cbr\u003e\nThe SKU: COC-8036-2400 Gravity Clutch is only meant to run on the OEM flywheel. If you’ve got a 2-800-ST flywheel, you’ll need an 8037-xxxx series Competition Clutch instead. So if you’re about to Purchase Competition Clutch K20A3 or a Gravity Clutch K20A3 buy \/ Gravity Clutch K20A4 purchase, double-check which flywheel is on the car before you order.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Base 5spd\u003c\/span\u003e\u003cdiv\u003e2003-2006 Honda Accord 5spd  \u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2005 Honda Civic Si 5spd\u003c\/span\u003e\u003cbr\u003e\u003cul\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003cp\u003e\u003cstrong\u003eEach Competition Clutch Stage 1 kit (Gravity Series 2400) includes:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n  \u003cli\u003eClutch disc and pressure plate\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n  \u003cli\u003eThrow-out bearing\u003c\/li\u003e\n  \u003cli\u003eInstall hardware\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12841156345890,"sku":"COC-8036-2400","price":350.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8036-2400_1.jpg?v=1771972509"},{"product_id":"copy-of-competition-clutch-stage-1-gravity-clutch-k24a2","title":"Competition Clutch Stage 2 Kit for K20A\/Z \u0026 K24A2\/Z7","description":"\u003cul\u003e\n\u003cli\u003e80% Torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003eSuited for Aggressive Street or Moderate Track Use \u003c\/li\u003e\n\u003cli\u003eCompatible with Multiple Honda\/Acura Chassis \u003c\/li\u003e\n\u003cli\u003eClutch, Flywheel, and Alignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 2 Clutch - K20A, K20Z, K24A2, and K24Z7\u003c\/h3\u003e\n\u003cp\u003eLooking for a real upgrade over stock without jumping to an on\/off race clutch? This Competition Clutch Stage 2 Clutch Assembly (Competition Clutch 2100 Series, SKU: COC-8090-2100ST) hits that sweet spot for K-series cars. It fits K20A2, K20A3, K20Z1, K20Z3, K24A2, and K24Z7 engines, so you’re covered if you’ve got a 2002–2005 Civic Si, 2002–2006 Acura RSX, 2006–2011 Civic Si, 2012–2015 Civic Si, or 2004–2008 Acura TSX. We run this same style Civic Si stage 2 clutch on our own cars when we want something that’ll hold power but still behaves in traffic.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nThis Competition Clutch Stage 2 setup bumps torque capacity by about 80% over stock, which is exactly what you want on a mildly built K or a bolt-on\/tuned daily that sees the occasional drag pass or track day. It’s aimed at aggressive street use and moderate track work, not a brutal multi-puck race unit. Pedal effort goes up a bit versus OEM, but it’s very livable if you daily the car.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nThe disc uses Competition Clutch’s Brass Plus material with an alloy backing and a matched performance pressure plate. In real terms, that means it grabs harder than stock, sheds heat better, and doesn’t explode if you miss a gear at high rpm. Engagement stays predictable and smoother than a typical ceramic puck, so if you’re coming from a worn OEM clutch, this will feel firm but not miserable. If you’re hunting a carbon kevlar clutch Civic Si style feel, this sits in that middle “street\/track” zone — more bite than organic, less harsh than a full race setup.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nThis is a full stage 2 clutch kit includes the clutch plus a lightweight 16 lb flywheel. Dropping flywheel weight lets the motor rev quicker and makes the car feel more eager. The tradeoff: you’ll notice a bit less inertia when taking off from a stop, and some people notice slightly more drivetrain noise at idle.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nBreak-in matters here. Competition Clutch calls for a 500-mile break-in, with at least 300 miles mandatory. That means no clutch dumps, no hard launches, and minimal full-throttle pulls until you’re past that point. If you skip it, you’ll glaze the disc and wonder why your “new civic si stage 2 clutch” slips. Do the miles, let it bed in, and it’ll live a long time.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\u003c\/p\u003e\n\u003ch4\u003e\nIncluded:\n\u003c\/h4\u003e\n\u003cul\u003e\n\u003cli\u003ePerformance pressure plate\u003c\/li\u003e\n\u003cli\u003eHigh-torque sprung disc with anti-burst, steel-backed Brass Plus facings \u003c\/li\u003e\n\u003cli\u003eLight steel flywheel\u003c\/li\u003e\n\u003cli\u003eAll required bearings\u003c\/li\u003e\n\u003cli\u003eAlignment tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 2002-2006 Acura RSX Base \u0026amp; Type-S\/Type-R  \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e\u003cbr\u003e2004-2008 Acura TSX\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2003-2006 Honda Accord\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2001-2005 Honda Civic Si \u0026amp; Type R\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2006-2011 Honda Civic Si \u0026amp; Type R\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2012-2015 Honda Civic Si\u003c\/span\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Clutch\u003cdiv\u003e(1) Flywheel\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003cdiv\u003e(1) Hardware Pack\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12841264414754,"sku":"COC-8090-2100ST","price":825.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8090-2100ST_1.jpg?v=1764357176"},{"product_id":"competition-clutch-stage-2-street-series-k20a2-a1-z3","title":"Competition Clutch Stage 2 Street Clutch for K20A2\/Z1\/Z3","description":"\u003cul\u003e\n\u003cli\u003e80% Torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003eCompatible with 02-06 RSX-S and 06-11 Civic Si \u003c\/li\u003e\n\u003cli\u003eSuited for Aggressive Street or Moderate Track Use \u003c\/li\u003e\n\u003cli\u003eAlignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 2 Street Series (K20A2\/Z1\/Z3)\u003c\/h3\u003e\n\n\u003cp\u003eIf you’re hunting for a real RSX Type-S clutch upgrade or a solid clutch kit for an 8th Gen Civic Si, this Competition Clutch Stage 2 Street Clutch (K20A2\/Z1\/Z3) setup is the sweet spot between stock comfort and serious grip. It fits the 2002–2006 Acura RSX Type-S and 2006–2011 Civic Si (K20A2, K20Z1, K20Z3) and takes the abuse that bolt-ons, aggressive tunes, and mild boost will put on a factory clutch.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003ch4\u003eWhy It Feels Better Than Stock\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003e\n\u003cstrong\u003e+80% torque capacity:\u003c\/strong\u003e The Brass Plus friction material with alloy backing hangs on through hard launches and fast 2–3 shifts, but it doesn’t slam on like a 6-puck. You can still slip it cleanly in traffic.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eStreetable engagement:\u003c\/strong\u003e The sprung hub and anti-burst steel plates soak up drivetrain shock, so you don’t get a light-switch pedal or brutal chatter every time you leave a stoplight.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eBuilt to stay consistent:\u003c\/strong\u003e The heat-treated diaphragm fingers and performance pressure plate hold their clamping force during long, hot pulls, canyon runs, or local autocross days instead of going soft when things get warm.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eReal kit, not a parts hunt:\u003c\/strong\u003e You get the pressure plate, 2100-Series high-torque disc, release bearing, pilot bearing, and alignment tool in one box—no last-minute parts runs during install.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003ch4\u003eWho This Setup Suits Best\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003eNA K20 builds with cams, intake, header, and tune\u003c\/li\u003e\n  \u003cli\u003eSmaller turbo or supercharger setups up to about 250 ft-lb at the wheels\u003c\/li\u003e\n  \u003cli\u003eDrivers who want a legit Stage 2 clutch kit for Acura and Honda K-series cars without making the car miserable to daily\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003cp\u003e\u003cstrong\u003eBreak-in:\u003c\/strong\u003e Do 300–500 easy city miles—no clutch dumps, no dyno hero pulls. That lets the friction surfaces mate properly, which means longer life and more consistent clamping. Skip it and you’ll burn away a chunk of the longevity you just paid for.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003eIf you’re comparison shopping Competition Clutch K20A2 price or checking a K20Z3 clutch sale, this setup is the one you buy when you want a real-world upgrade that your left leg can still live with. We run this same Competition Clutch Stage 2 on street-driven K-series cars because it just works—strong engagement, predictable pedal, and no drama. Whether you’re chasing a Honda Civic clutch discount, an Acura RSX Type-S clutch deal, or just want a straightforward Street Series clutch purchase, this Competition clutch kit fitment hits the mark for everyday abuse and weekend fun.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003eSKU:\u003c\/strong\u003e COC-8037-2100 – Competition Clutch Stage 2 buy made simple for your K20Z1, K20A2, or K20Z3.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2006-2011 Honda Civic Si \u0026amp; Type R\u003c\/span\u003e\u003cbr\u003e\u003cul\u003e\n\u003c\/ul\u003e\n \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12841430777890,"sku":"COC-8037-2100","price":450.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8037-2100_1_86dcc0ed-e940-4974-9641-1f1fcfb82cc4.jpg?v=1764357697"},{"product_id":"competition-clutch-stage-4-ceramic-sprung-clutch-kit-w-flywheel-k20a2-a3-z3","title":"Competition Clutch Stage 4 Ceramic Sprung Clutch for K20A\/Z","description":"\u003cul\u003e\n\u003cli\u003e250% Torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003e6 Puck, Sprung Clutch \u003c\/li\u003e\n\u003cli\u003eIdeal for Forced Induction or Nitrous \u003c\/li\u003e\n\u003cli\u003eCompatible with K20A2, A3, Z1 and Z3 Transmissions \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 4 Ceramic Sprung Clutch – K20A \/ K20Z\u003c\/h3\u003e\n\n\u003cp\u003eIf you're pushing your 2002–2006 Acura RSX or 2002–2011 Honda Civic Si hard, this Competition Clutch Stage 4 Ceramic Sprung Clutch is the “I’m done with stock” move.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003eThink serious power: turbo, supercharger, nitrous or a rowdy strip\/street setup. This is a true Competition Clutch Stage 4 – the kind you bolt in when you’re done slipping through third and fourth. Engagement is firm and direct, but the sprung hub keeps it way more livable than an unsprung “on\/off” disc.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003eThe disc is a six-puck, torque-sprung setup with ceramic pads, so it grabs hard and survives heat. Competition Clutch rates it at roughly 250% over stock torque capacity, which is right where you want to be for a clutch on boost or spray. The pressure plate and disc step up from 230mm to 250mm, so you get more surface area, better bite, and more consistent holding power when you’re leaning on it in higher gears.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003eThis 1620 Series Stage 4 Clutch Kit K20Z3 (SKU: COC-8037-1620) comes as a full package: performance pressure plate, six-puck ceramic sprung disc, throwout bearing (where applicable), pilot bearing or bushing (where applicable), and alignment tool. In other words, everything you actually need to swap in a Competition Clutch K20A2 or K20Z3 setup instead of mixing random parts.\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003ch4\u003eKey Features\u003c\/h4\u003e\n\u003cul\u003e\n\u003cli\u003eFits K20A and K20Z engines in 2002–2006 Acura RSX and 2002–2011 Honda Civic Si\u003c\/li\u003e\n\u003cli\u003eSix-puck torque-sprung ceramic disc: aggressive bite with more streetable manners than an unsprung puck\u003c\/li\u003e\n\u003cli\u003eRoughly 250% increase in torque capacity over stock for high-HP turbo, supercharger, or nitrous builds\u003c\/li\u003e\n\u003cli\u003eLarger 250mm pressure plate and disc (vs. 230mm OEM) for more grip and better heat management\u003c\/li\u003e\n\u003cli\u003eIncludes throwout bearing, pilot bearing\/bushing, and alignment tool\u003c\/li\u003e\n\u003cli\u003eRecommended ~300-mile street break-in for best life and most consistent engagement\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003ch4\u003eBreak-In Procedure\u003c\/h4\u003e\n\u003cp\u003eOnce installed, treat this like any serious ceramic clutch: ease it in. For the first 300–500 miles, stay out of full-throttle launches and high-RPM clutch dumps. Shift frequently, use light to moderate throttle, and let the disc seat into the flywheel and pressure plate surfaces. That’s what gives you stable engagement and long life instead of hot spots and chatter. If you’re unsure about setup or break-in, reach out and we’ll walk you through what’s worked on our own K20 builds.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Base \u0026amp; Type-S\u003c\/span\u003e\u003cbr\u003e2001-2005 Honda Civic Si \u0026amp; Type R\u003cdiv\u003e\n\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2006-2011 Honda Civic Si \u0026amp; Type R\u003c\/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cul\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Pressure Plate\u003cdiv\u003e(1) Clutch Disc\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003cdiv\u003e(1) Pilot Bushing\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12841582395426,"sku":"COC-8037-1620","price":560.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8037-1620_0_8beadfd6-2b5c-4570-9434-3ea4bd533cda.jpg?v=1764359444"},{"product_id":"competition-clutch-twin-disc-k20a2-a3-z1-z3","title":"Competition Clutch Rigid Twin Disc (K20A2\/A3\/Z1\/Z3)","description":"\u003cul\u003e\n\u003cli\u003eAlignment Tool and Hardware Included \u003c\/li\u003e\n\u003cli\u003eDesigned for High Horsepower Applications \u003c\/li\u003e\n\u003cli\u003eCompatible with 500 to 1200hp \u003c\/li\u003e\n\u003cli\u003eFits K20A2, A3, Z1, and Z3 \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003cdiv class=\"product-description\"\u003e\n  \u003ch2\u003eCompetition Clutch Rigid Twin Disc (K20A2\/A3\/Z1\/Z3)  COC-4-8037C\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The \u003cstrong\u003eCompetition Clutch Rigid Twin Disc\u003c\/strong\u003e is for K-series cars that are way past what a single disc can hang with. If you’re putting serious power through a K20A2, K20A3, K20Z1, or K20Z3 and need a real \u003cstrong\u003eRacing Clutch K20Z1\u003c\/strong\u003e or \u003cstrong\u003eTwin Disc Clutch K20A2\u003c\/strong\u003e, this is the kind of setup you run in a legit race car, not a lightly-bolted street build. It fits right in on a high-rev road race engine, a big-turbo street\/strip car, or a track-only monster that lives at redline.\n  \u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\n\n  \u003cp\u003e\n    This \u003cstrong\u003eHigh Performance Clutch Acura\u003c\/strong\u003e setup uses a \u003cstrong\u003eceramic twin disc\u003c\/strong\u003e, a \u003cstrong\u003e4140 forged steel flywheel\u003c\/strong\u003e, a lightweight \u003cstrong\u003e6061-T6 aluminum cover\u003c\/strong\u003e, and a \u003cstrong\u003e6150 diaphragm spring\u003c\/strong\u003e. Together, that combo keeps clamping force and heat control under you when you’re doing hard launches and back-to-back pulls. In the right chassis, you’re in the \u003cstrong\u003eCompetition Clutch 800 torque\u003c\/strong\u003e ballpark and roughly \u003cstrong\u003e500–1200 hp\u003c\/strong\u003e depending on the rest of the package, which makes this one of the more honest, cost-effective twin options for serious K builds.\n  \u003cbr\u003e\u003cbr\u003e\u003c\/p\u003e\n\n  \u003ch3\u003eIs This the Right Twin Disc for Your K-Series?\u003c\/h3\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n\u003cstrong\u003eYour setup actually hurts drivetrains\u003c\/strong\u003e  big turbo K, high-compression N\/A, nitrous, or anything that shreds a normal \u003cstrong\u003eHonda Civic Performance Clutch\u003c\/strong\u003e or \u003cstrong\u003eAcura RSX Type-S Clutch\u003c\/strong\u003e.\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eYou drive it hard\u003c\/strong\u003e drag launches, roll racing, or long sessions where a lesser \u003cstrong\u003eRace Clutch for Honda Civic\u003c\/strong\u003e starts slipping once everything’s heat soaked.\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eYou want a sharp, positive engagement\u003c\/strong\u003e and confident high-RPM shifts without wondering if the disc will hang up.\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eYou’re on real tire\u003c\/strong\u003e drag radials, slicks, or R-comps that expose weak links long before they spin.\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eYou’d rather have a rigid hub\u003c\/strong\u003e so you don’t deal with the fragility of springs at high torque and shock loads.\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\u003cbr\u003e     If your car is lightly-modded, mostly street, and you care more about low-speed manners than raw bite, this isn’t the move. A street-friendly \u003cstrong\u003eRacing Clutch for Civic Si\u003c\/strong\u003e, \u003cstrong\u003eAcura RSX Racing Clutch\u003c\/strong\u003e, or milder \u003cstrong\u003eClutch for Civic Type R\u003c\/strong\u003e will keep you happier in traffic. This twin is honest about what it is: more race than comfort.\n  \u003c\/p\u003e\n\n  \u003ch3\u003eBuilt Around Real Track Use\u003c\/h3\u003e\n\n  \u003cp\u003e\u003cbr\u003e     The rigid hub and ceramic material give you the heat resistance and repeatable engagement you need when everything’s cooking. The twin discs and 4140 flywheel trim rotational mass compared to many heavy “street\/strip” single-disc kits, so your K revs faster and drops revs cleaner between gears. You’ll feel it most on close-ratio gearboxes in RSX and Civic platforms where every shift window is tight.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\u003cbr\u003e     If you’re building a serious \u003cstrong\u003eCompetition Clutch K20A3\u003c\/strong\u003e or K20Z car and living at the top of the tach, this \u003cstrong\u003eCompetition Clutch Rigid Twin Disc\u003c\/strong\u003e gives you the strength and consistency you need without the silly price tag you see on some multi-disc setups. It’s the kind of \u003cstrong\u003eHigh Torque Competition Clutch\u003c\/strong\u003e you run in a real \u003cstrong\u003eTwin Disc Kit for Civic\u003c\/strong\u003e or \u003cstrong\u003eAcura RSX Twin Disc\u003c\/strong\u003e build the stuff you don’t have to baby. We use this same style of \u003cstrong\u003eRace Clutch for Honda Civic\u003c\/strong\u003e and K-series track cars when we want something that just holds and keeps holding.\n  \u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Base \u0026amp; Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2001-2005 Honda Civic Si \u0026amp; Type R\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2006-2011 Honda Civic Si \u0026amp; Type-R\u003c\/span\u003e\u003cbr\u003e\u003cul\u003e\n\u003c\/ul\u003e\n \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12841616113698,"sku":"COC-4-8037C","price":1399.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-4-8037C_1.jpg?v=1768257624"},{"product_id":"competition-clutch-light-steel-flywheel-k20a2-z1-z3","title":"Competition Clutch Light Steel Flywheel for K20A2\/A3\/Z1\/Z3","description":"\u003cul\u003e\n\u003cli\u003eIdeal for Naturally Aspirated and Daily Driving \u003c\/li\u003e\n\u003cli\u003eCompatible for Gravity, Stage 1, and Stage 2 Clutches \u003c\/li\u003e\n\u003cli\u003eOne Piece Design  \u003c\/li\u003e\n\u003cli\u003ePreserves Low End Torque \u0026amp; Driveability \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch2\u003eThe 11 lb Sweet Spot for K-Series Performance\u003c\/h2\u003e\n\n\u003cp\u003eThe Competition Clutch 2-800-ST delivers what K20 and K24 enthusiasts actually want: faster revs and sharper throttle response without sacrificing daily drivability. At \u003cstrong\u003e11 lbs versus the 16 lb stock flywheel\u003c\/strong\u003e, you get 31% less rotational mass. That's enough to feel the difference immediately without the chatter and stalling headaches of ultra-light 8 lb alternatives.\u003c\/p\u003e\n\n\u003cp\u003eBuilt from \u003cstrong\u003eone-piece 4140 forged steel\u003c\/strong\u003e and CNC machined to OE specifications, this flywheel handles high-heat track sessions and thousands of daily-driven miles. The integrated ring gear eliminates the failure point of OEM two-piece units, and the Blanchard-ground friction surface provides consistent clutch engagement from cold start to hot laps.\u003c\/p\u003e\n\n\u003ch3\u003eWhy the K-series community recommends this weight\u003c\/h3\u003e\n\u003ctable\u003e\n  \u003cthead\u003e\n    \u003ctr\u003e\n      \u003cth\u003eBenefit\u003c\/th\u003e\n      \u003cth\u003eWhat it means for you\u003c\/th\u003e\n    \u003c\/tr\u003e\n  \u003c\/thead\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePreserves low-end torque\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eSmooth takeoffs in traffic. No stalling at lights or lurching through parking lots like you'll get with ultra-light race flywheels.\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eFaster rev drop\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eRevs fall quicker between shifts, making heel-toe downshifts feel clean and predictable. Your K20 finally revs like it should.\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eNo drone or chatter at idle\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eThe number-one complaint with aluminum flywheels doesn't exist here. 11 lbs of forged steel keeps things civilized.\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eSFI 1.5 certified\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eMeets the requirement for sanctioned track events, HPDE, and time attack. Not just a street piece.\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eWorks with any clutch disc type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eOrganic, ceramic, and multi-puck setups all engage cleanly on the Blanchard-ground surface.\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003ch3\u003eBest clutch pairings by power level\u003c\/h3\u003e\n\u003ctable\u003e\n  \u003cthead\u003e\n    \u003ctr\u003e\n      \u003cth\u003ePower Level\u003c\/th\u003e\n      \u003cth\u003eRecommended Clutch\u003c\/th\u003e\n      \u003cth\u003eWhy\u003c\/th\u003e\n    \u003c\/tr\u003e\n  \u003c\/thead\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eDaily driver \/ light bolt-ons (under 250 whp)\u003c\/td\u003e\n      \u003ctd\u003eExedy Stage 1 organic\u003c\/td\u003e\n      \u003ctd\u003eSmooth engagement, long disc life, the go-to combo in the K-series community\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eSpirited street \/ canyon car (250-350 whp)\u003c\/td\u003e\n      \u003ctd\u003eCompetition Clutch Stage 2\u003c\/td\u003e\n      \u003ctd\u003eFirmer pedal, holds power without slipping, still streetable\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eTrack-focused \/ forced induction (350+ whp)\u003c\/td\u003e\n      \u003ctd\u003eCompetition Clutch Stage 3 or Stage 4\u003c\/td\u003e\n      \u003ctd\u003eHigher clamp load for serious power, pairs well with this flywheel's heat tolerance\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003ch3\u003eTechnical Specifications\u003c\/h3\u003e\n\u003ctable\u003e\n  \u003cthead\u003e\n    \u003ctr\u003e\n      \u003cth\u003eSpecification\u003c\/th\u003e\n      \u003cth\u003eValue\u003c\/th\u003e\n    \u003c\/tr\u003e\n  \u003c\/thead\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eWeight\u003c\/td\u003e\n      \u003ctd\u003e11 lbs (5.0 kg)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eStock flywheel weight\u003c\/td\u003e\n      \u003ctd\u003e~16 lbs\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eWeight savings\u003c\/td\u003e\n      \u003ctd\u003e31% reduction\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eMaterial\u003c\/td\u003e\n      \u003ctd\u003eOne-piece 4140 forged steel, precision balanced\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eSurface finish\u003c\/td\u003e\n      \u003ctd\u003eBlanchard-ground, ready to install (no machining required)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eRing gear\u003c\/td\u003e\n      \u003ctd\u003eOne-piece integrated, OEM location\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eCertification\u003c\/td\u003e\n      \u003ctd\u003eSFI 1.5\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eResurfaceable\u003c\/td\u003e\n      \u003ctd\u003eYes\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eMPN\u003c\/td\u003e\n      \u003ctd\u003e2-800-ST\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eSKU\u003c\/td\u003e\n      \u003ctd\u003eCOC-2-800ST\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003ch2\u003eComplete Vehicle \u0026amp; Engine Fitment\u003c\/h2\u003e\n\n\u003ctable\u003e\n  \u003cthead\u003e\n    \u003ctr\u003e\n      \u003cth\u003eVehicle\u003c\/th\u003e\n      \u003cth\u003eYears\u003c\/th\u003e\n      \u003cth\u003eChassis Code\u003c\/th\u003e\n      \u003cth\u003eEngine\u003c\/th\u003e\n    \u003c\/tr\u003e\n  \u003c\/thead\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eAcura RSX Type-S\u003c\/td\u003e\n      \u003ctd\u003e2002-2006\u003c\/td\u003e\n      \u003ctd\u003eDC5\u003c\/td\u003e\n      \u003ctd\u003eK20A2 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eAcura RSX Base\u003c\/td\u003e\n      \u003ctd\u003e2002-2006\u003c\/td\u003e\n      \u003ctd\u003eDC5\u003c\/td\u003e\n      \u003ctd\u003eK20A3 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eHonda Civic Si\u003c\/td\u003e\n      \u003ctd\u003e2002-2005\u003c\/td\u003e\n      \u003ctd\u003eEP3\u003c\/td\u003e\n      \u003ctd\u003eK20A3 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eHonda Civic Si\u003c\/td\u003e\n      \u003ctd\u003e2006-2011\u003c\/td\u003e\n      \u003ctd\u003eFA5 \/ FG2\u003c\/td\u003e\n      \u003ctd\u003eK20Z3 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eAcura TSX\u003c\/td\u003e\n      \u003ctd\u003e2004-2008\u003c\/td\u003e\n      \u003ctd\u003eCL9\u003c\/td\u003e\n      \u003ctd\u003eK24A2 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eHonda Accord\u003c\/td\u003e\n      \u003ctd\u003e2003-2007\u003c\/td\u003e\n      \u003ctd\u003eCM1 \/ CM2\u003c\/td\u003e\n      \u003ctd\u003eK24A4 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eHonda Element\u003c\/td\u003e\n      \u003ctd\u003e2003-2011\u003c\/td\u003e\n      \u003ctd\u003eYH1 \/ YH2\u003c\/td\u003e\n      \u003ctd\u003eK24A1 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eK-swapped vehicles\u003c\/td\u003e\n      \u003ctd\u003eAny\u003c\/td\u003e\n      \u003ctd\u003eAny with 6-speed\u003c\/td\u003e\n      \u003ctd\u003eK20 \/ K24 ✓\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003cp\u003e\u003cstrong\u003eSupported engine codes:\u003c\/strong\u003e K20A2, K20A3, K20Z1, K20Z3, K24A1, K24A2, K24A4, K24A8\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003eImportant fitment note:\u003c\/strong\u003e Requires RSX Type-S clutch and pressure plate. Base RSX (K20A3) and EP3 applications use offset dowel pins. Confirm pressure plate compatibility before ordering. If you're unsure, shoot us a message and we'll sort it out.\u003c\/p\u003e\n\n\u003ch3\u003eWhat's Included\u003c\/h3\u003e\n\u003ctable\u003e\n  \u003cthead\u003e\n    \u003ctr\u003e\n      \u003cth\u003eItem\u003c\/th\u003e\n      \u003cth\u003eIncluded\u003c\/th\u003e\n    \u003c\/tr\u003e\n  \u003c\/thead\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eCompetition Clutch 2-800-ST Light Steel Flywheel\u003c\/td\u003e\n      \u003ctd\u003eYes (1x)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003eFlywheel bolts (use OEM Honda 90019-PCY-000, torque to 76 ft-lbs)\u003c\/td\u003e\n      \u003ctd\u003eNot included\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003ch3\u003eInstallation Notes\u003c\/h3\u003e\n\u003cp\u003eProfessional installation recommended. Typical labor time is 4-6 hours. While the transmission is out, it's worth replacing your rear main seal and pilot bearing. You don't want to pull the trans again for a $12 seal. Break in the new clutch and flywheel with 500-700 miles of moderate driving before any aggressive use.\u003c\/p\u003e\n\n\u003ch2\u003eFrequently Asked Questions\u003c\/h2\u003e\n\n\u003ch3\u003eHow much lighter is this than stock?\u003c\/h3\u003e\n\u003cp\u003eThe 2-800-ST weighs 11 lbs compared to the OEM RSX Type-S flywheel at roughly 16 lbs. That's a 31% reduction in rotational mass. It's the range where you'll notice significantly faster revs without giving up the smooth idle and easy takeoffs you need for daily driving.\u003c\/p\u003e\n\n\u003ch3\u003eWill this flywheel cause clutch chatter?\u003c\/h3\u003e\n\u003cp\u003eAt 11 lbs, this sits in the community-proven sweet spot. Ultra-light 8 lb aluminum flywheels are the ones notorious for chatter and rattle at idle. The forged steel construction and moderate weight keep engagement smooth. Most owners report zero chatter issues, even with Stage 2 clutches.\u003c\/p\u003e\n\n\u003ch3\u003eWhat's the best clutch to pair with it?\u003c\/h3\u003e\n\u003cp\u003eFor daily driving under 300 whp, the Exedy Stage 1 organic is the most popular pairing in the K-series world. Smooth pedal, long life, and no drama. If you're pushing more power or doing regular track days, the Competition Clutch Stage 2 is the move. Always use an RSX Type-S pressure plate.\u003c\/p\u003e\n\n\u003ch3\u003eDoes this work with K24 engines?\u003c\/h3\u003e\n\u003cp\u003eYes. The 2-800-ST fits K24A1, K24A2, K24A4, and K24A8 engines when used with a 6-speed transmission. That covers the TSX, Accord, Element, and K24-swapped cars.\u003c\/p\u003e\n\n\u003ch3\u003eWill a lightweight flywheel throw a check engine light on my 2012+ Civic Si?\u003c\/h3\u003e\n\u003cp\u003eOn 2012-2015 Civic Si, 2009-2014 TSX, and 2013-2017 Accord models, the sensitive crank position sensor can read lighter flywheel vibration as misfires. The fix is simple: use Hondata FlashPro or KTuner to disable the misfire detection threshold. This is a well-known tuning step for any lightweight flywheel on these platforms.\u003c\/p\u003e\n\n\u003ch3\u003eWhat's the break-in procedure?\u003c\/h3\u003e\n\u003cp\u003eCompetition Clutch recommends 500-700 miles of easy driving before you start beating on it. No hard launches, no high-RPM clutch dumps, no aggressive rev-matching during that window. After break-in, clutch feel smooths out noticeably and you're good to go.\u003c\/p\u003e\n\n\u003cp\u003eIf you're building a responsive street car, a track toy, or a dual-duty K car, this is the flywheel that splits the difference perfectly. Way quicker to rev than stock, far tougher than most aluminum options, and still completely livable in traffic. We run this exact setup on our own K-swapped project cars for that reason.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Base \u0026amp; Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2005 Civic Si\u003cbr\u003e\u003c\/span\u003e2006-2011 Honda Civic Si \u0026amp; Type R\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e\u003cbr\u003e\u003c\/span\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n   \n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12843901485090,"sku":"COC-2-800ST","price":325.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-800ST_1_4e0de899-9bc9-48fb-94e8-f6e4af690b78.jpg?v=1770129695"},{"product_id":"competition-clutch-forged-ultra-lightweight-steel-flywheel-k20a2-z1-z3","title":"Competition Clutch Ultra-Light Flywheel for K20A2\/A3\/Z1\/Z3","description":"\u003cul\u003e\n\u003cli\u003eCompatible with K20A2\/A3\/Z1\/Z3  \u003c\/li\u003e\n\u003cli\u003eIdeal for Stage 3 and Up Clutch Setups \u003c\/li\u003e\n\u003cli\u003eOne Piece Design to Combat Ring Separation \u003c\/li\u003e\n\u003cli\u003eLightweight, Only 8.8 lbs! \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch 8.8 lb Ultra Light Steel Flywheel for K20 Engines\u003c\/h3\u003e\n\n\u003cp\u003e\nPicking a K-series flywheel isn’t about slapping on whatever your favorite brand sells. You’re choosing how your 2002–2005 Civic Si, 2006–2011 Civic Si, or 2002–2006 RSX actually feels every time you stab the throttle or grab the next gear. This Competition Clutch Ultra-Light Flywheel targets reduced rotating mass and consistent behavior, not just a big weight-drop number.\n\u003c\/p\u003e\n\n\u003cp\u003e\nAt 8.8 lb, it’s dramatically lighter than the stock Honda K20 flywheel, so the engine spins up and drops revs much faster. That means sharper throttle response, easier rev-matching, and a more connected feel between the engine and the rest of the K-series drivetrain. Instead of a thin aluminum unit, this is a one-piece 4140 forged steel flywheel, built to deal with heat, torque, and repeated launches without turning into a paperweight after a season. \u003c\/p\u003e\n\n\u003ch4\u003eWhy flywheel material matters\u003c\/h4\u003e\n\u003cp\u003e\nMost K20 lightweight flywheels fall into two camps: aluminum or steel. Both work, but they don’t behave the same on a hard-driven street or track car. If you’re serious about Honda performance parts and Acura performance parts, the material choice matters more than the logo on the box.\n\u003c\/p\u003e\n\n\u003cp\u003e\nForged steel, like this Competition Clutch flywheel, soaks and sheds heat better than aluminum and gives you a more predictable pedal feel when things get hot. That’s why a lot of turbo K20A2\/K20A3\/K20Z1\/K20Z3 builds, road-race cars, and endurance setups lean toward a 4140 forged steel flywheel instead of the lightest possible unit.\n\u003c\/p\u003e\n\n\u003cul\u003e\n  \u003cli\u003eMuch better resistance to heat-related warping and hotspots\u003c\/li\u003e\n  \u003cli\u003eMore consistent clutch engagement when you’re on it lap after lap\u003c\/li\u003e\n  \u003cli\u003eCan be resurfaced like an OEM flywheel instead of thrown away\u003c\/li\u003e\n  \u003cli\u003eWell-suited to forced induction, track days, and extended abuse \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\nAluminum flywheels can come in lighter and may rev slightly quicker, but they give up heat capacity and usually transmit more gear noise and chatter into the cabin. A steel one-piece flywheel like this strikes a more realistic balance: real performance gain, good lifespan, and fewer compromises for a daily-driven car.\n\u003c\/p\u003e\n\n\u003ch4\u003eWhat to expect in real-world driving\u003c\/h4\u003e\n\u003cp\u003e\nDropping this 8.8 lb flywheel into your EP3, DC5, FA5, or FG2 changes how the car reacts everywhere on the tach. The engine spins up faster, and it also drops RPM quicker between shifts. You’ll notice it the first time you try a heel-toe downshift or stab the gas to pass.\n\u003c\/p\u003e\n\n\u003cul\u003e\n  \u003cli\u003eSharper, more immediate throttle response\u003c\/li\u003e\n  \u003cli\u003eFaster rev climb and drop for tighter shift windows\u003c\/li\u003e\n  \u003cli\u003eLess rev hang between gears, especially on aggressive driving\u003c\/li\u003e\n  \u003cli\u003eMore precise timing for heel-toe downshift improvement\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\nHow “streetable” it feels depends a lot on your clutch and tune. With a full-face, street-style disc, this daily-drivable performance flywheel behaves well enough for commuting and stop-and-go traffic. If you pair it with a harsh puck-style disc, expect extra noise and some chatter at low RPM. That’s normal for any ultra light flywheel and clutch combo, not just this one.\n\u003c\/p\u003e\n\n\u003ch4\u003eWhy it matters\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003e\n\u003cstrong\u003eFaster revs, faster shifts\u003c\/strong\u003e – less rotating mass means a quick revving flywheel, crisper blips, and less synchro stress when you’re banging down gears into a corner.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eForged 4140 one-piece steel\u003c\/strong\u003e – the ring gear and friction area are one solid piece, which helps prevent the separation and heat issues that cheaper 2-piece flywheels can have.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eSFI-approved strength\u003c\/strong\u003e – SFI approved flywheel construction gives you confidence at high RPM and under big torque, from nitrous or boost, without feeling sketchy at 9–10k.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eServiceable \u0026amp; versatile\u003c\/strong\u003e – you can resurface this flywheel like OEM when it’s time for a clutch, and it works with stock-diameter K20 clutch and flywheel kits from mild to aggressive.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eDirect K-series fitment\u003c\/strong\u003e – bolts right onto 2002–2005 EP3 Civic Si, 2006–2011 FA5\/FG2 Civic Si, and 2002–2006 DC5 RSX (Base \u0026amp; Type-S) with no spacers, shims, or weird hardware.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003ch4\u003eTechnical highlights\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003e\n\u003cstrong\u003eWeight:\u003c\/strong\u003e 8.8 lb (often around 40% lighter in K20 flywheel weight comparison vs typical OEM units)\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eMaterial:\u003c\/strong\u003e CNC-machined flywheel from 4140 forged steel with a nitrided ring gear\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eFriction surface:\u003c\/strong\u003e stepped to maintain OE stack height; 230 mm disc diameter\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eBalance:\u003c\/strong\u003e zero-balanced for smooth operation on high rpm flywheel setups\u003c\/li\u003e\n  \u003cli\u003eMade in the USA by Competition Clutch, with a 90-day limited warranty.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003cp\u003e\nIf you’re comparing lightweight vs OEM flywheel K-series parts and wondering how much a lightweight flywheel helps a Civic Si or RSX, this 8.8 lb Competition Clutch flywheel sits in the sweet spot. It’s light enough for a track-ready flywheel that helps with quicker turbo spool and sharper response, but still realistic for a street car you drive every day. We use these same Competition Clutch Ultra-Light Flywheel units in our own K-series builds, and they behave exactly how you’d want from a serious Honda K-series performance parts upgrade.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2006 Acura RSX Base \u0026amp; Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2002-2005 Honda Civic Si \u0026amp; Type R\u003cbr\u003e\u003c\/span\u003e\u003cspan style=\"background-color: var(--rz-editor-content-background-color); color: var(--bs-body-color); font-size: var(--bs-body-font-size); font-weight: var(--bs-body-font-weight); text-align: var(--bs-body-text-align);\"\u003e2006-2011 Honda Civic Si \u0026amp; Type R  \u003c\/span\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\nWeighs 8.8 lbs\u003cdiv\u003eStamped 4140 Construction\u003c\/div\u003e\n\u003cdiv\u003eOne Piece Design\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003cbr\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n \n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":12843932647458,"sku":"COC-2-800STU","price":325.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-800STU_1_68a6f78d-6f80-42bf-9abb-48a1737f3a87.jpg?v=1773164088"},{"product_id":"competition-clutch-90-05-civic-ultra-lightweight-steel-flywheel","title":"Competition Clutch 90-05 Civic Ultra Lightweight Steel Flywheel","description":"\u003cul\u003e\n\u003cli\u003eFits Most D Series Transmissions \u003c\/li\u003e\n\u003cli\u003eCompatible with 90-05 Civic \u003c\/li\u003e\n\u003cli\u003eLightweight, Only 8.8 lbs! \u003c\/li\u003e\n\u003cli\u003eIdeal for High Horsepower Applications \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\n\nThe Competition Clutch Forged Ultra Lightweight Steel Flywheel, designed for the D Series (D15, D16, D17) found in 1990 to 2005 Honda Civics, it stands as a pinnacle of performance engineering. Crafted from 4140 forged steel in a one-piece design, it boasts unparalleled durability, significantly reducing the risk of ring gear separation and friction surface warpage. This flywheel is engineered for versatility, as it can be resurfaced, ensuring prolonged use and reliability. Particularly tailored for demanding applications such as forced induction, track, and rally racing, the ultra-lightweight steel flywheel exhibits exceptional responsiveness, enabling quicker revving capabilities, thanks to its uncompromised 8.8 lbs weight. Ideal for Stage 3 and beyond clutch setups, it's the go-to choice for enthusiasts seeking heightened performance thresholds. Moreover, its compatibility extends across the spectrum, seamlessly integrating with both performance and stock clutch assemblies, offering unparalleled adaptability and performance enhancement to a wide range of driving setups.\n\n\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1990-2005 Honda Civic \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670498713634,"sku":"COC-2-694D-ST","price":355.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-694D-ST_1.jpg?v=1736523975"},{"product_id":"competition-clutch-90-01-integra-light-steel-flywheel","title":"Competition Clutch Lightweight Steel Flywheel for B Series","description":"\u003cul\u003e\n\u003cli\u003eFits 90-01 Integra \u003c\/li\u003e\n\u003cli\u003eLightweight, Only 11 lbs! \u003c\/li\u003e\n\u003cli\u003eGreat Upgrade for Street or Track \u003c\/li\u003e\n\u003cli\u003eImproved Engine Response \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Lightweight Flywheel - 1990-2001 Acura Integra \/ 1999-2000 Honda Civic Si \/ 1994-1997 Honda Del Sol VTEC\u003c\/h3\u003e\n\n\u003cp\u003eWant your B series to rev a bit quicker without killing drivability? The Competition Clutch lightweight flywheel weighs 12.32 pounds, which is lighter than your factory flywheel but not so light that you lose all your low-end torque. This is the ST version, which means it's Competition Clutch's street-friendly lightweight flywheel. It's designed for naturally aspirated engines and daily-driven cars where you want better throttle response but you don't want to sacrifice smooth drivability in traffic. If you're running a stock or mildly built B series with Gravity, Stage 1, or Stage 2 clutches, this is the flywheel you want.\u003c\/p\u003e\n\n\u003ch4\u003e12.32 Pounds Is the Sweet Spot for Street Use\u003c\/h4\u003e\n\n\u003cp\u003eThis flywheel weighs 12.32 pounds. Your factory B series flywheel weighs somewhere around 16-18 pounds depending on which engine you've got. You're cutting 4-6 pounds of rotational weight, which makes your engine rev quicker without making it annoyingly peaky at low RPM. The 12.32-pound weight is Competition Clutch's compromise between performance and drivability. You get noticeably better throttle response and quicker revs, but you still have enough flywheel mass to smooth out power delivery when you're crawling in traffic or lugging the engine at low RPM. If you're daily driving your Integra, Civic Si, or Del Sol and you want it to feel more responsive without ruining the drivability, the 12.32-pound ST flywheel's the right call.\u003c\/p\u003e\n\n\u003ch4\u003eDesigned for Street-Driven Cars\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch makes this ST lightweight flywheel specifically for naturally aspirated engines and daily-driven cars. It's not the ultra-lightweight STU version that weighs 8.58 pounds and kills your low-end torque. The ST version preserves enough flywheel mass to keep your low-end torque intact, so your engine doesn't feel gutless when you're accelerating from a stop or cruising at low RPM. If you're running stock power or mild bolt-ons and you're daily driving, this is the flywheel you want. If you're building a turbo car or a dedicated track car, Competition Clutch makes the STU ultra-lightweight version.\u003c\/p\u003e\n\n\u003ch4\u003eOne-Piece Forged Steel So It Won't Fall Apart\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch machines this flywheel from 4140 forged steel in a one-piece design. The ring gear's machined directly into the flywheel body instead of being pressed on separately. That means you're not going to have the ring gear separate from the flywheel, which is what happens with cheap two-piece flywheels when they heat cycle. The one-piece design also prevents your friction surface from warping because there's no separate friction ring that can shift or warp on its own.\u003c\/p\u003e\n\n\u003ch4\u003eWorks with Gravity, Stage 1, and Stage 2 Clutches\u003c\/h4\u003e\n\n\u003cp\u003eThis ST lightweight flywheel's designed to work with Competition Clutch Gravity, Stage 1, and Stage 2 clutches. It'll work with stock clutches too, but it's really meant for street setups where you're running a mild performance clutch and you want better throttle response without sacrificing drivability.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch lightweight flywheel (ST version, SKU: COC-2-694-ST)\u003c\/li\u003e\n  \u003cli\u003e4140 forged steel one-piece construction\u003c\/li\u003e\n  \u003cli\u003e12.32 pounds\u003c\/li\u003e\n  \u003cli\u003eSFI 1.5 certified\u003c\/li\u003e\n  \u003cli\u003eCNC machined and balanced to OEM specs\u003c\/li\u003e\n  \u003cli\u003eResurfaceable friction surface\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-2001 Acura Integra (B series engines)\u003c\/li\u003e\n  \u003cli\u003e1999-2000 Honda Civic Si EM1 (B16A2)\u003c\/li\u003e\n  \u003cli\u003e1994-1997 Honda Del Sol VTEC (B16A3)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eB16A2, B16A3 (Civic Si, Del Sol VTEC)\u003c\/li\u003e\n  \u003cli\u003eB17A, B18A, B18B, B18C (Integra)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This is the lightweight ST version for naturally aspirated engines and street-driven cars. It preserves low-end torque and drivability while giving you better throttle response. If you're building a turbo car or a dedicated track car and you want the fastest revving possible, Competition Clutch makes an ultra-lightweight STU version that weighs 8.58 pounds. Have your flywheel resurfaced or replaced when you're installing a new clutch. Don't reuse a worn or heat-checked flywheel or your new clutch won't work right.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1990-2001 Acura Integra \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670628540450,"sku":"COC-2-694-ST","price":250.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-694-ST_r3ov.jpg?v=1772579608"},{"product_id":"competition-clutch-90-01-integra-ultra-light-flywheel","title":"Competition Clutch Ultra Lightweight Flywheel for B Series","description":"\u003cul\u003e\n\u003cli\u003eFits B16, B17, and B18 Transmissions \u003c\/li\u003e\n\u003cli\u003eIdeal for High Horsepower Applications \u003c\/li\u003e\n\u003cli\u003eLightweight 8.8 lbs! \u003c\/li\u003e\n\u003cli\u003eCan Be Resurfaced \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Ultra Lightweight Flywheel - 1990-2001 Acura Integra\u003c\/h3\u003e\n\n\u003cp\u003eBuilding a turbo B series and want your Integra to rev faster? The Competition Clutch ultra lightweight flywheel weighs 8.58 pounds, which is way lighter than your factory flywheel. When you cut that much rotational weight, your engine revs up and down way faster. You'll notice it instantly when you blip the throttle or shift gears. The flywheel's made from 4140 forged steel in a one-piece design, so you're not dealing with ring gear separation or warped friction surfaces like you get with cheap two-piece flywheels. This is the STU version, which means it's Competition Clutch's ultra lightweight flywheel for turbo builds, track use, and Stage 3+ clutches.\u003c\/p\u003e\n\n\u003ch4\u003eHere's Why Your Engine Revs Faster\u003c\/h4\u003e\n\n\u003cp\u003eYour factory flywheel's heavy because Honda wanted smooth, easy drivability when you're sitting in traffic. That extra weight stores rotational energy and smooths out power delivery between engine strokes. When you want your engine to rev faster, you need less rotational mass spinning. That's what this lightweight flywheel does. It cuts almost half the weight off your flywheel, so your engine revs up and down way quicker. That's huge when you're racing and you're constantly shifting and you need instant throttle response. The downside? You lose some low-end drivability. Your engine won't lug at low RPM like it used to, and you'll need to rev it more to get moving smoothly in traffic.\u003c\/p\u003e\n\n\u003ch4\u003e8.58 Pounds vs Your Factory Flywheel\u003c\/h4\u003e\n\n\u003cp\u003eThis flywheel weighs 8.58 pounds. Your factory B series flywheel weighs somewhere around 14-16 pounds depending on which Integra you've got. You're cutting almost half the weight. That means your engine revs faster, but it also means you've got less rotational inertia to smooth things out at low RPM. If you're building a turbo car or a track car where you're constantly on the throttle and shifting, the lightweight flywheel's worth the tradeoff. If you're daily driving your Integra in stop-and-go traffic, you might find the lightweight flywheel annoying because your engine doesn't have as much momentum to keep it smooth when you're crawling along at 1500 RPM.\u003c\/p\u003e\n\n\u003ch4\u003eOne-Piece Forged Steel So It Won't Fall Apart\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch machines this flywheel from 4140 forged steel in a one-piece design. The ring gear's machined directly into the flywheel body instead of being pressed on separately. That means you're not going to have the ring gear separate from the flywheel, which is what happens with cheap two-piece flywheels when they heat cycle. The one-piece design also prevents your friction surface from warping because there's no separate friction ring that can shift or warp on its own.\u003c\/p\u003e\n\n\u003ch4\u003eYou Can Resurface It When It Wears\u003c\/h4\u003e\n\n\u003cp\u003eWhen your flywheel gets heat-checked or worn, you can have it resurfaced at a machine shop. You're not throwing it away and buying a new one every time you do a clutch job. It's also SFI certified, which matters if you're racing in classes that require SFI-certified components.\u003c\/p\u003e\n\n\u003ch4\u003eDesigned for Stage 3+ Clutches\u003c\/h4\u003e\n\n\u003cp\u003eThis STU ultra lightweight flywheel's designed to work with Competition Clutch Stage 3 and higher clutches. It'll work with stock clutches and other performance clutches too, but it's really meant for high-performance setups where you're running a stiff clutch and you want maximum throttle response. If you're running a stock clutch or a Stage 1 or 2 clutch and you're daily driving, Competition Clutch makes a heavier ST version that's easier to live with.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch ultra lightweight flywheel (STU version)\u003c\/li\u003e\n  \u003cli\u003e4140 forged steel one-piece construction\u003c\/li\u003e\n  \u003cli\u003e8.58 pounds\u003c\/li\u003e\n  \u003cli\u003eSFI certified\u003c\/li\u003e\n  \u003cli\u003eResurfaceable friction surface\u003c\/li\u003e\n  \u003cli\u003eAlignment tool included (if applicable)\u003c\/li\u003e\n  \u003cli\u003e90-day warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-2001 Acura Integra (B series engines)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eB18A1, B18B1, B18C1, B18C5 (Integra)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This is the ultra lightweight STU version for turbo, track, and racing use with Stage 3+ clutches. If you're daily driving your Integra and running stock or Stage 1\/2 clutches, Competition Clutch makes a \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-90-01-integra-light-steel-flywheel?_pos=1\u0026amp;_sid=5da61c3f5\u0026amp;_ss=r\" target=\"_blank\"\u003eheavier ST version\u003c\/a\u003e that's way easier to live with on the street. Lightweight flywheels make your engine rev faster but they kill your low-end drivability. You'll need to rev your engine more to get moving smoothly. Have your flywheel resurfaced or replaced when you're installing a new clutch. Don't reuse a worn or heat-checked flywheel or your new clutch won't work right.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1990-2001 Acura Integra\u003cdiv\u003e1999-2000 Honda Civic Si\u003c\/div\u003e\n\u003cdiv\u003e1994-1997 Honda Del Sol VTEC\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Ultra Lightweight Flywheel\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670647218210,"sku":"COC-2-694-STU","price":275.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-694-STU_z6d7.jpg?v=1772488179"},{"product_id":"competition-clutch-prelude-accord-lightweight-steel-flywheel","title":"Competition Clutch Prelude\/Accord Lightweight Steel Flywheel","description":"\u003cul\u003e\n\u003cli\u003eLightweight, Only 11 lbs! \u003c\/li\u003e\n\u003cli\u003eFits Many CL, Accord, and Prelude Models \u003c\/li\u003e\n\u003cli\u003eSingle Piece Durable Design \u003c\/li\u003e\n\u003cli\u003eIdeal for Street Driven and Naturally Aspirated Builds \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Lightweight Flywheel - 1990-1997 Honda Accord \/ 1992-2001 Honda Prelude \/ 1997-1999 Acura CL\u003c\/h3\u003e\n\n\u003cp\u003eWant your F series or H series to rev a bit quicker without killing drivability? The Competition Clutch lightweight flywheel weighs 11 pounds, which is lighter than your factory flywheel but not so light that you lose all your low-end torque. This is the ST version, which means it's Competition Clutch's street-friendly lightweight flywheel. It's designed for naturally aspirated engines and daily-driven cars where you want better throttle response but you don't want to sacrifice smooth drivability in traffic. If you're running a stock or mildly built engine with Gravity, Stage 1, or Stage 2 clutches, this is the flywheel you want.\u003c\/p\u003e\n\n\u003ch4\u003e11 Pounds Is the Sweet Spot for Street Use\u003c\/h4\u003e\n\n\u003cp\u003eThis flywheel weighs 11 pounds. Your factory F series or H series flywheel weighs somewhere around 15-17 pounds depending on which engine you've got. You're cutting 4-6 pounds of rotational weight, which makes your engine rev quicker without making it annoyingly peaky at low RPM. The 11-pound weight is Competition Clutch's compromise between performance and drivability. You get noticeably better throttle response and quicker revs, but you still have enough flywheel mass to smooth out power delivery when you're crawling in traffic or lugging the engine at low RPM. If you're daily driving your Accord, Prelude, or CL and you want it to feel more responsive without ruining the drivability, the 11-pound ST flywheel's the right call.\u003c\/p\u003e\n\n\u003ch4\u003eDesigned for Street-Driven Cars\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch makes this ST lightweight flywheel specifically for naturally aspirated engines and daily-driven cars. It's not the ultra-lightweight STU version that weighs 8.8 pounds and kills your low-end torque. The ST version preserves enough flywheel mass to keep your low-end torque intact, so your engine doesn't feel gutless when you're accelerating from a stop or cruising at low RPM. If you're running stock power or mild bolt-ons and you're daily driving, this is the flywheel you want. If you're building a turbo car or a dedicated track car, Competition Clutch makes the STU ultra-lightweight version.\u003c\/p\u003e\n\n\u003ch4\u003eOne-Piece Forged Steel So It Won't Fall Apart\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch machines this flywheel from forged steel in a one-piece design. The ring gear's machined directly into the flywheel body instead of being pressed on separately. That means you're not going to have the ring gear separate from the flywheel, which is what happens with cheap two-piece flywheels when they heat cycle. The one-piece design also prevents your friction surface from warping because there's no separate friction ring that can shift or warp on its own.\u003c\/p\u003e\n\n\u003ch4\u003eWorks with Gravity, Stage 1, and Stage 2 Clutches\u003c\/h4\u003e\n\n\u003cp\u003eThis ST lightweight flywheel's designed to work with Competition Clutch Gravity, Stage 1, and Stage 2 clutches. It'll work with stock clutches too, but it's really meant for street setups where you're running a mild performance clutch and you want better throttle response without sacrificing drivability.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch lightweight flywheel (ST version)\u003c\/li\u003e\n  \u003cli\u003eForged steel one-piece construction\u003c\/li\u003e\n  \u003cli\u003e11 pounds\u003c\/li\u003e\n  \u003cli\u003eSFI certified\u003c\/li\u003e\n  \u003cli\u003eResurfaceable friction surface\u003c\/li\u003e\n  \u003cli\u003e90-day warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-1997 Honda Accord\u003c\/li\u003e\n  \u003cli\u003e1992-2001 Honda Prelude\u003c\/li\u003e\n  \u003cli\u003e1997-1999 Acura CL\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eF22A, F22B\u003c\/li\u003e\n  \u003cli\u003eF23A\u003c\/li\u003e\n  \u003cli\u003eH22A, H23A\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This is the lightweight ST version for naturally aspirated engines and street-driven cars. It preserves low-end torque and drivability while giving you better throttle response. If you're building a turbo car or a dedicated track car and you want the fastest revving possible, Competition Clutch makes an \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-prelude-accord-ultra-lightweight-steel-flywheel?_pos=1\u0026amp;_sid=2a277444f\u0026amp;_ss=r\" target=\"_blank\"\u003eultra-lightweight STU version\u003c\/a\u003e that weighs 8.8 pounds. Have your flywheel resurfaced or replaced when you're installing a new clutch. Don't reuse a worn or heat-checked flywheel or your new clutch won't work right.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1997-1999 Acura CL\u003cdiv\u003e1990-1997 Honda Accord\u003c\/div\u003e\n\u003cdiv\u003e1992-2001 Honda Prelude\u003c\/div\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Lightweight Flywheel\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670668517410,"sku":"COC-2-701-ST","price":275.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-701-ST_bl2f.jpg?v=1772553314"},{"product_id":"competition-clutch-prelude-accord-ultra-lightweight-steel-flywheel","title":"Competition Clutch Ultra Lightweight Flywheel for Accord\/Prelude","description":"\u003cul\u003e\n\u003cli\u003ePerfect for Forced Induction, Rally, and Track Racing \u003c\/li\u003e\n\u003cli\u003eCompatible with Many CL, Accord, and Prelude Models \u003c\/li\u003e\n\u003cli\u003eCan Be Resurfaced \u003c\/li\u003e\n\u003cli\u003eLightweight, Only 8.8 lbs! \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Ultra Lightweight Flywheel - 1997-1999 Acura CL \/ 1990-1997 Honda Accord \/ 1992-2001 Honda Prelude\u003c\/h3\u003e\n\n\u003cp\u003eBuilding a turbo F series or H series and want your Accord, Prelude, or CL to rev faster? The Competition Clutch ultra lightweight flywheel weighs 8.8 pounds, which is way lighter than your factory flywheel. When you cut that much rotational weight, your engine revs up and down way faster. You'll notice it instantly when you blip the throttle or shift gears. The flywheel's made from 4140 forged steel in a one-piece design, so you're not dealing with ring gear separation or warped friction surfaces like you get with cheap two-piece flywheels. This is the STU version, which means it's Competition Clutch's ultra lightweight flywheel for turbo builds, track use, and Stage 3+ clutches.\u003c\/p\u003e\n\n\u003ch4\u003eHere's Why Your Engine Revs Faster\u003c\/h4\u003e\n\n\u003cp\u003eYour factory flywheel's heavy because Honda wanted smooth, easy drivability when you're sitting in traffic. That extra weight stores rotational energy and smooths out power delivery between engine strokes. When you want your engine to rev faster, you need less rotational mass spinning. That's what this lightweight flywheel does. It cuts almost half the weight off your flywheel, so your engine revs up and down way quicker. That's huge when you're racing and you're constantly shifting and you need instant throttle response. The downside? You lose some low-end drivability. Your engine won't lug at low RPM like it used to, and you'll need to rev it more to get moving smoothly in traffic.\u003c\/p\u003e\n\n\u003ch4\u003e8.8 Pounds vs Your Factory Flywheel\u003c\/h4\u003e\n\n\u003cp\u003eThis flywheel weighs 8.8 pounds. Your factory F series or H series flywheel weighs somewhere around 15-17 pounds depending on which engine you've got. You're cutting almost half the weight. That means your engine revs faster, but it also means you've got less rotational inertia to smooth things out at low RPM. If you're building a turbo car or a track car where you're constantly on the throttle and shifting, the lightweight flywheel's worth the tradeoff. If you're daily driving your Accord or Prelude in stop-and-go traffic, you might find the lightweight flywheel annoying because your engine doesn't have as much momentum to keep it smooth when you're crawling along at 1500 RPM.\u003c\/p\u003e\n\n\u003ch4\u003eOne-Piece Forged Steel So It Won't Fall Apart\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch machines this flywheel from 4140 forged steel in a one-piece design. The ring gear's machined directly into the flywheel body instead of being pressed on separately. That means you're not going to have the ring gear separate from the flywheel, which is what happens with cheap two-piece flywheels when they heat cycle. The one-piece design also prevents your friction surface from warping because there's no separate friction ring that can shift or warp on its own.\u003c\/p\u003e\n\n\u003ch4\u003eYou Can Resurface It When It Wears\u003c\/h4\u003e\n\n\u003cp\u003eWhen your flywheel gets heat-checked or worn, you can have it resurfaced at a machine shop. You're not throwing it away and buying a new one every time you do a clutch job. It's also SFI certified, which matters if you're racing in classes that require SFI-certified components.\u003c\/p\u003e\n\n\u003ch4\u003eDesigned for Stage 3+ Clutches\u003c\/h4\u003e\n\n\u003cp\u003eThis STU ultra lightweight flywheel's designed to work with Competition Clutch Stage 3 and higher clutches. It'll work with stock clutches and other performance clutches too, but it's really meant for high-performance setups where you're running a stiff clutch and you want maximum throttle response. If you're running a stock clutch or a Stage 1 or 2 clutch and you're daily driving, Competition Clutch makes a heavier ST version that's easier to live with.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch ultra lightweight flywheel (STU version)\u003c\/li\u003e\n  \u003cli\u003e4140 forged steel one-piece construction\u003c\/li\u003e\n  \u003cli\u003e8.8 pounds\u003c\/li\u003e\n  \u003cli\u003eSFI certified\u003c\/li\u003e\n  \u003cli\u003eResurfaceable friction surface\u003c\/li\u003e\n  \u003cli\u003eAlignment tool included (if applicable)\u003c\/li\u003e\n  \u003cli\u003e90-day warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-1997 Honda Accord (F series engines)\u003c\/li\u003e\n  \u003cli\u003e1992-2001 Honda Prelude (H series engines)\u003c\/li\u003e\n  \u003cli\u003e1997-1999 Acura CL (F series engines)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eF22A, F22B (Accord, Prelude)\u003c\/li\u003e\n  \u003cli\u003eF23A (Accord, CL)\u003c\/li\u003e\n  \u003cli\u003eH22A, H23A (Prelude)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This is the ultra lightweight STU version for turbo, track, and racing use with Stage 3+ clutches. If you're daily driving your Accord, Prelude, or CL and running stock or Stage 1\/2 clutches, Competition Clutch makes a heavier ST version that's way easier to live with on the street. Lightweight flywheels make your engine rev faster but they kill your low-end drivability. You'll need to rev your engine more to get moving smoothly. Have your flywheel resurfaced or replaced when you're installing a new clutch. Don't reuse a worn or heat-checked flywheel or your new clutch won't work right.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1997-1999 Acura CL\u003cdiv\u003e1990-1997 Honda Accord\u003c\/div\u003e\n\u003cdiv\u003e1992-2001 Honda Prelude\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Ultra Lightweight Flywheel\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670709411874,"sku":"COC-2-701-STU","price":315.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-2-701-STU_32jx.jpg?v=1772489094"},{"product_id":"competition-clutch-prelude-accord-stage-1-5-organic-clutch","title":"Competition Clutch Prelude\/Accord Stage 1.5 Organic Clutch","description":"\u003cul\u003e\n\u003cli\u003eProvides 40-50% Increased Torque Capacity \u003c\/li\u003e\n\u003cli\u003eFits Many CL, Prelude, and Accord Models \u003c\/li\u003e\n\u003cli\u003eOrganic Clutch for Smoother Driving Experience \u003c\/li\u003e\n\u003cli\u003eRetains Stock Pedal Feel \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThe Competition Clutch Stage 1.5 Organic Clutch, engineered for the 1997-1999 Acura CL, 1990-1997 Honda Accord, and 1992-2001 Honda Prelude, represents a cost-effective solution for vehicles with moderate modifications or drivers seeking enhanced performance without major power upgrades. This clutch kit offers 40-50% of torque capacity while retaining the stock pedal feel, ensuring a smooth and familiar driving experience with its organic friction material. Organic clutches typically provide smoother engagement and better modulation, allowing for more precise control over engagement, especially in stop-and-go traffic or during low-speed maneuvers. However, it's important to note that this clutch kit should not be used with added forced induction systems such as turbochargers, superchargers, or nitrous setups. The 1500 Series kit includes essential components such as a Competition Clutch pressure plate, a full-face organic performance disc assembly, all necessary bearings, and the appropriate alignment tool. With its comprehensive inclusion of components, the Stage 1.5 Organic Clutch Kit provides a seamless upgrade, enhancing both reliability and performance for a variety of driving conditions.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1997-1999 Acura CL\u003cdiv\u003e1990-1997 Honda Accord\u003c\/div\u003e\n\u003cdiv\u003e1992-2001 Honda Prelude\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670756499490,"sku":"COC-8014-1500","price":350.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8014-1500-1.jpg?v=1710449878"},{"product_id":"competition-clutch-prelude-accord-stage-2-clutch","title":"Competition Clutch Stage 2 Clutch for Prelude\/Accord","description":"\u003cul\u003e\n\u003cli\u003eFits Many CL, Accord, and Prelude Models \u003c\/li\u003e\n\u003cli\u003e80% Increased Torque Capacity \u003c\/li\u003e\n\u003cli\u003eIdeal for Aggressive Street and Moderate Track Usage \u003c\/li\u003e\n\u003cli\u003eAlignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 2 Clutch - 1990-2002 Honda Accord \/ 1992-2001 Honda Prelude \/ 1997-1999 Acura CL\u003c\/h3\u003e\n\n\u003cp\u003eStock clutch slipping on your Accord, Prelude, or CL? The Competition Clutch Stage 2 clutch's got 80% more clamping force than the factory clutch. It's designed for aggressive street driving and occasional track days. The clutch disc uses Brass Plus friction material with a steel backing, which holds more torque than the factory organic disc. The pedal's heavier than stock and engagement's a bit more abrupt, but if you're running bolt-ons or you're driving hard, this clutch holds where the factory clutch slips. It's not for stock power daily drivers. It's for modified cars that need more holding power.\u003c\/p\u003e\n\n\u003ch4\u003e80% More Torque Capacity Than Stock\u003c\/h4\u003e\n\n\u003cp\u003eThe Stage 2 clutch's got 80% more clamping force than the factory clutch. That means it can hold way more torque before it starts slipping. If you've got intake, header, exhaust, and a tune on your F series or H series and your stock clutch is slipping, this clutch fixes that. The higher clamping force comes from a stiffer pressure plate. You'll feel it in the pedal. It's heavier than stock, but not crazy heavy like a Stage 3 or 4 clutch.\u003c\/p\u003e\n\n\u003ch4\u003eBrass Plus Friction Material\u003c\/h4\u003e\n\n\u003cp\u003eThe clutch disc uses Brass Plus friction material instead of organic material. Brass Plus handles heat better than organic material and it lasts longer under hard use. The downside is engagement's not as smooth as an organic disc. You'll feel more grab when you let the clutch out, especially before the clutch is broken in. If you're used to a stock clutch, the Stage 2 feels more aggressive. That's normal for a performance clutch.\u003c\/p\u003e\n\n\u003ch4\u003e500 Mile Break-In Period\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch recommends a 500-mile break-in period for this clutch. That means easy driving for the first 500 miles. No hard launches, no slipping the clutch under load, no track days. If you don't break it in properly, the clutch won't bed in right and you'll have issues with engagement and holding power. The mandatory minimum is 300 miles, but 500 miles is better. Follow the break-in instructions that come with the clutch.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch Stage 2 clutch kit (2100 Series)\u003c\/li\u003e\n  \u003cli\u003ePerformance pressure plate (80% more clamping force than stock)\u003c\/li\u003e\n  \u003cli\u003eHigh-torque sprung disc with Brass Plus friction material\u003c\/li\u003e\n  \u003cli\u003eSteel-backed clutch disc for durability\u003c\/li\u003e\n  \u003cli\u003eThrowout bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003ePilot bearing\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-2002 Honda Accord\u003c\/li\u003e\n  \u003cli\u003e1992-2001 Honda Prelude\u003c\/li\u003e\n  \u003cli\u003e1997-1999 Acura CL\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eF22A, F22B\u003c\/li\u003e\n  \u003cli\u003eF23A\u003c\/li\u003e\n  \u003cli\u003eH22A, H23A\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This clutch is for modified cars with bolt-ons or mild builds. It's not for stock power daily drivers. The pedal's heavier than stock and engagement's more aggressive. If you're running stock power and you want stock feel, get an OE replacement clutch. If you're making more power than stock or driving hard, this Stage 2 clutch holds. Make sure to pair this Stage 2 Clutch with the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-prelude-accord-ultra-lightweight-steel-flywheel?_pos=1\u0026amp;_sid=380fef2be\u0026amp;_ss=r\" target=\"_blank\"\u003eCompetition Clutch Ultra Lightweight Flywheel\u003c\/a\u003e for a perfect companion upgrade. Break in the clutch properly. 500 miles easy driving minimum. No hard launches or track days during break-in. Resurface or replace your flywheel when you're installing a new clutch. Manual transmission only.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1997-1999 Acura CL\u003cdiv\u003e1990-2002 Honda Accord\u003c\/div\u003e\n\u003cdiv\u003e1992-2001 Honda Prelude\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Pressure Plate\u003cdiv\u003e(1) Clutch Disc\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670772359202,"sku":"COC-8014-2100","price":400.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8014-2100_ssh9.jpg?v=1772565436"},{"product_id":"competition-clutch-prelude-accord-factory-replacement-clutch","title":"Competition Clutch OE Replacement Clutch for Accord\/Prelude","description":"\u003cul\u003e\n\u003cli\u003eFits Many Accord, CL, and Prelude Models \u003c\/li\u003e\n\u003cli\u003eDirect Factory Replacement Clutch \u003c\/li\u003e\n\u003cli\u003ePerfect for Maintaining Your Daily \u003c\/li\u003e\n\u003cli\u003eAlignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Factory Replacement Clutch Kit - 1990-2002 Honda Accord \/ 1992-2001 Honda Prelude \/ 1997-1999 Acura CL\u003c\/h3\u003e\n\n\u003cp\u003eClutch slipping on your Accord, Prelude, or CL? The Competition Clutch 8014 STOCK is a direct factory replacement clutch kit that feels exactly like the stock clutch. It's not a performance clutch. It's an OEM-style replacement with an organic disc, sprung hub, and stock pedal feel. If you're running stock power and you just want your clutch to work like it did when the car was new, this is what you need. If you're making more power than stock or you're tracking the car, this clutch won't hold. It's designed for stock power daily driving, nothing else.\u003c\/p\u003e\n\n\u003ch4\u003eWhy You'd Buy This Clutch\u003c\/h4\u003e\n\n\u003cp\u003eHere's the thing: not every clutch needs to be a Stage 2 puck clutch that grabs like an on-off switch. If you're running stock power and your clutch is worn out, you just want it replaced with something that drives like the factory clutch. That's what this kit does. Stock engagement, stock pedal effort, smooth takeoffs in traffic. You're not dealing with chatter, you're not fighting a stiff pedal, and you're not jerking your passengers around every time you let the clutch out. It's boring, and that's the point.\u003c\/p\u003e\n\n\u003ch4\u003eOrganic Disc with Sprung Hub\u003c\/h4\u003e\n\n\u003cp\u003eThe clutch disc uses organic friction material with a sprung hub. Organic material engages smoothly and predictably, which is why Honda uses it from the factory. The sprung hub has springs that absorb drivetline shock when you let the clutch out, so you get less chatter and less shock through the drivetrain. That makes the clutch feel smoother and it's easier on your axles and motor mounts.\u003c\/p\u003e\n\n\u003ch4\u003eStock Pedal Feel\u003c\/h4\u003e\n\n\u003cp\u003eThe pressure plate's designed to give you stock pedal effort. You're not getting a heavy pedal that wears out your left leg in traffic. It feels like the factory clutch, which is what you want if you're daily driving the car.\u003c\/p\u003e\n\n\u003ch4\u003eNot for Modified or Track Cars\u003c\/h4\u003e\n\n\u003cp\u003eThis clutch is for stock power only. If you've got a turbo, supercharger, nitrous, or any kind of power mods, this clutch will slip. It's not designed to handle more torque than the factory engine makes. If you're tracking the car or you're making more than stock power, you need a performance clutch with higher clamping force. This isn't it.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch 8014 STOCK clutch kit\u003c\/li\u003e\n  \u003cli\u003ePressure plate\u003c\/li\u003e\n  \u003cli\u003eClutch disc (organic friction material, sprung hub)\u003c\/li\u003e\n  \u003cli\u003ePilot bearing\u003c\/li\u003e\n  \u003cli\u003eRelease bearing (throwout bearing)\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n  \u003cli\u003eStock pedal feel and engagement\u003c\/li\u003e\n  \u003cli\u003eDesigned for stock power daily driving\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1990-2002 Honda Accord (manual transmission)\u003c\/li\u003e\n  \u003cli\u003e1992-2001 Honda Prelude (manual transmission)\u003c\/li\u003e\n  \u003cli\u003e1997-1999 Acura CL (manual transmission)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e Flywheel not included. Resurface or replace your flywheel when you're installing the clutch. Don't reuse a heat-checked or grooved flywheel. Check your release fork and hydraulics while the transmission's out. This clutch is for stock power only. If you're making more power than stock, this clutch will slip. Manual transmission only.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1997-1999 Acura CL\u003cdiv\u003e1990-1997 Honda Accord\u003c\/div\u003e\n\u003cdiv\u003e1992-2001 Honda Prelude\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Pressure Plate\u003cdiv\u003e(1) Clutch Disc\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670803390498,"sku":"COC-8014-STOCK","price":225.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8014-STOCK_rtsy.jpg?v=1772472358"},{"product_id":"competition-clutch-stage-1-gravity-clutch-k20a2-z1-z3","title":"Competition Clutch Stage 1 Gravity Clutch (K20A2\/Z1\/Z3)","description":"\u003cul\u003e\n\u003cli\u003e40-50% torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003eFits K20A2, Z1, and Z3 Transmissions \u003c\/li\u003e\n\u003cli\u003eMaintains Stock Pedal Feel \u003c\/li\u003e\n\u003cli\u003eNot Designed for Forced Induction or Nitrous \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThe Competition Clutch Stage 1 Gravity Clutch offers an affordable yet potent solution designed specifically for the 2002-2006 Acura RSX Type S and 2006-2011 Honda Civic Si. Engineered to cater to moderately modified vehicles or enthusiasts seeking improved performance without extensive power upgrades, this clutch system delivers a substantial increase in torque capacity, ranging from 40-50%. Despite the enhanced capabilities, it maintains the stock pedal feel for a seamless driving experience. With a recommended 300-mile break-in period, it ensures optimal performance and durability. However, it's important to note that this clutch setup is not compatible with forced induction systems such as turbochargers, superchargers, or nitrous setups. Each kit includes essential components such as an alignment tool, throw-out bearing, and all necessary hardware, streamlining the installation process for enthusiasts looking to enhance their driving experience.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 2002-2006 Acura RSX Type-S\u003cdiv\u003e2006-2011 Honda Civic Si\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41670828720162,"sku":"COC-8037-2400","price":425.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8037-2400_15crop.jpg?v=1737646003"},{"product_id":"competition-clutch-92-05-civic-stage-1-gravity-clutch","title":"Competition Clutch 92-05 Civic Stage 1 Gravity Clutch","description":"\u003cul\u003e\n\u003cli\u003eFits 90-05 Civic and 93-97 Del Sol \u003c\/li\u003e\n\u003cli\u003e40-50% Torque Capacity Increase \u003c\/li\u003e\n\u003cli\u003eMaintains Stock Pedal Feel \u003c\/li\u003e\n\u003cli\u003eNot Intended for Forced Induction or Nitrous \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThe Competition Clutch Stage 1 Gravity Clutch offers an affordable yet potent solution designed specifically for the 1990-2005 Honda Civic models equipped with the D Series engine and D15, D16, or D17 transmissions. Engineered to cater to moderately modified vehicles or enthusiasts seeking improved performance without extensive power upgrades, this clutch system delivers a substantial increase in torque capacity, ranging from 40-50%. Despite the enhanced capabilities, it maintains the stock pedal feel for a seamless driving experience. With a recommended 300-mile break-in period, it ensures optimal performance and durability. However, it's important to note that this clutch setup is not compatible with forced induction systems such as turbochargers, superchargers, or nitrous setups. Each kit includes essential components such as an alignment tool, throw-out bearing, and all necessary hardware, streamlining the installation process for enthusiasts looking to enhance their driving experience.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1990-2005 Honda Civic (D Series)\u003cdiv\u003e1993-1997 Honda Del Sol (S, Si)\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41675859951650,"sku":"COC-8022-2400","price":350.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8022-2400-1.jpg?v=1710514090"},{"product_id":"competition-clutch-dc-integra-stage-1-5-organic-clutch","title":"Competition Clutch DC Integra Stage 1.5 Organic Clutch","description":"\u003cul\u003e\n\u003cli\u003eSpecifically Fits 94-01 Integra \u003c\/li\u003e\n\u003cli\u003e40-50% Increased Torque Capacity \u003c\/li\u003e\n\u003cli\u003eFull Face Organic Clutch for Smoother Operation \u003c\/li\u003e\n\u003cli\u003eAlignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThe Competition Clutch Stage 1.5 Organic Clutch is purpose-built for the 1994-2001 Acura Integra. Offering a remarkable 40-50% increase in torque capacity while preserving the stock pedal feel, this clutch kit delivers seamless engagement and unparalleled control in diverse driving scenarios. Crafted with organic friction material, it ensures smooth operation and impeccable modulation, ideal for navigating through traffic or executing precise maneuvers. However, it's essential to note that this clutch kit isn't compatible with forced induction systems. With essential components included in the 1500 Series kit, installation is a breeze, promising both reliability and enhanced performance across varied driving conditions.   \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1994-2001 Acura Integra \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41675903238178,"sku":"COC-8026-1500","price":425.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8026-1500-1.jpg?v=1710515022"},{"product_id":"competition-clutch-dc-integra-stage-2-clutch","title":"Competition Clutch Stage 2 Clutch for 94-01 Integra","description":"\u003cul\u003e\n\u003cli\u003e80% Increase in Torque Capacity \u003c\/li\u003e\n\u003cli\u003eFits 94-01 Integra  \u003c\/li\u003e\n\u003cli\u003eDesigned for Dynamic Street or Moderate Track Usage \u003c\/li\u003e\n\u003cli\u003eAlignment Tool Included \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 2 Clutch - 1994-2001 Acura Integra \/ 1999-2000 Honda Civic Si \/ 1994-1997 Honda Del Sol VTEC\u003c\/h3\u003e\n\n\u003cp\u003eYour stock clutch wasn't built for what you're doing to your B-series. If you're running intake, header, exhaust, and a tune on your Integra, Civic Si, or Del Sol and the factory clutch is slipping, the Competition Clutch Stage 2 (2100 Series) fixes that. It delivers 80% more clamping force than stock, runs Brass Plus friction material on a steel-backed disc, and it's built for modified B-series motors that need to hold real torque. Fair warning though - the pedal's heavier and engagement's more aggressive than stock. That's the trade-off for holding power. If you want stock feel, get an OEM replacement. This one's for cars that've outgrown the factory clutch.\u003c\/p\u003e\n\n\u003ch4\u003e80% More Clamping Force Than Stock\u003c\/h4\u003e\n\n\u003cp\u003eThe stiffer pressure plate is what gets you that 80% torque capacity bump over stock. If your B18B1 or B18C1 is making more torque than the factory clutch can handle - bolt-ons, tune, or both - this is the fix. You'll feel the difference at the pedal. It's noticeably heavier than stock, but nowhere near as brutal as a Stage 3 or 4. Think of it as the sweet spot between daily drivability and real holding power.\u003c\/p\u003e\n\n\u003ch4\u003eBrass Plus Friction Material\u003c\/h4\u003e\n\n\u003cp\u003eThe clutch disc ditches the factory organic material for Brass Plus friction material on a steel backing. Brass Plus handles heat better and holds up longer under hard use - think aggressive street driving, canyon runs, or occasional autocross. The honest trade-off: engagement isn't as silky smooth as an organic disc. Especially before it's broken in, you'll feel more grab when you release the pedal. If you're coming from a stock clutch, it takes a few days to adjust. That's normal. You'll get used to it fast.\u003c\/p\u003e\n\n\u003ch4\u003e500-Mile Break-In - Don't Skip It\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch is serious about the break-in period on this one. 500 miles of easy driving before you do anything aggressive. No hard launches, no slipping the clutch under load, no track days. Absolute minimum is 300 miles but 500 is the right call. Skip the break-in and you risk uneven bedding, engagement problems, and reduced holding power - all of which voids any warranty claim. Read the break-in sheet that comes with the kit. It takes five minutes and saves you from pulling the transmission again.\u003c\/p\u003e\n\n\u003cp\u003eWhile you've got the transmission out, pair this with a resurfaced or replacement flywheel. Installing a new clutch on a scored flywheel is one of the most common ways to end up doing the job twice. If your Integra's running headers and exhaust, check out the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/dc-sports-ceramic-coated-header-94-01-honda-integra-rs-ls-gs\"\u003eDC Sports Stainless Header for 94-01 Integra RS\/LS\/GS\u003c\/a\u003e or \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/dc-sports-catback-exhaust-94-01-acura-integra-2-dr\"\u003eDC Sports Catback Exhaust for 94-01 Acura Integra Coupe\u003c\/a\u003e to get the most out of your Stage 2 clutch upgrade.\u003c\/p\u003e\n\n\u003ch4\u003eWhat Fits\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1994-2001 Acura Integra RS \/ LS \/ GS \/ Special Edition (B18B1)\u003c\/li\u003e\n  \u003cli\u003e1994-2001 Acura Integra GS-R (B18C1)\u003c\/li\u003e\n  \u003cli\u003e1997-2001 Acura Integra Type R (B18C5)\u003c\/li\u003e\n  \u003cli\u003e1999-2000 Honda Civic Si EM1 (B16A2)\u003c\/li\u003e\n  \u003cli\u003e1994-1997 Honda Del Sol VTEC (B16A3)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eB16A2 - 1999-2000 Honda Civic Si EM1\u003c\/li\u003e\n  \u003cli\u003eB16A3 - 1994-1997 Honda Del Sol VTEC\u003c\/li\u003e\n  \u003cli\u003eB18B1 - Acura Integra RS \/ LS \/ GS \/ Special Edition\u003c\/li\u003e\n  \u003cli\u003eB18C1 - Acura Integra GS-R\u003c\/li\u003e\n  \u003cli\u003eB18C5 - Acura Integra Type R\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eHeads up:\u003c\/strong\u003e Manual transmission only. This clutch is for modified cars with bolt-ons or mild builds - not stock power daily drivers. Pedal effort is heavier than stock and engagement is more abrupt. Resurface or replace your flywheel at install time. Follow the 500-mile break-in. No hard launches or track days until break-in is complete.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cul\u003e\n  \u003cli\u003e1994-2001 Acura Integra (RS \/ LS \/ GS \/ Special Edition \/ GS-R \/ Type R)\u003c\/li\u003e\n  \u003cli\u003e1999-2000 Honda Civic Si (EM1)\u003c\/li\u003e\n  \u003cli\u003e1994-1997 Honda Civic Del Sol VTEC\u003c\/li\u003e\n\u003c\/ul\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\u003ctable\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eSeries\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e2100 Series (Stage 2)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eFriction Material\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eBrass Plus\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eDisc Backing\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eSteel\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eClamping Force vs. Stock\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e+80%\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eDisc Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eSprung hub (dampened)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eIntended Use\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eAggressive street \/ occasional track\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eBreak-In Period\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e500 miles recommended (300 miles minimum)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eTransmission Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eManual only\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eCompatible Engines\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eB16A2, B16A3, B18B1, B18C1, B18C5\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003cul\u003e\n  \u003cli\u003e(1) Stage 2 Performance Pressure Plate - 80% more clamping force than stock\u003c\/li\u003e\n  \u003cli\u003e(1) High-Torque Sprung Disc with Brass Plus friction material, steel backing\u003c\/li\u003e\n  \u003cli\u003e(1) Throwout Bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003e(1) Pilot Bearing\u003c\/li\u003e\n  \u003cli\u003e(1) Clutch Alignment Tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41675936727074,"sku":"COC-8026-2100","price":425.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8026-2100_1.jpg?v=1775008303"},{"product_id":"competition-clutch-dc-integra-stage-4-6-puck-ceramic-clutch","title":"Competition Clutch DC Integra Stage 4 6-Puck Ceramic Clutch","description":"\u003cul\u003e\n\u003cli\u003e250% Increase in Torque Capacity \u003c\/li\u003e\n\u003cli\u003eFits 94-01 Integra \u003c\/li\u003e\n\u003cli\u003eSuitable for Forced Induction \u0026amp; Nitrous \u003c\/li\u003e\n\u003cli\u003eTailored for Aggressive Driving Styles \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThe Competition Clutch Stage 4 6-Puck Ceramic Clutch emerges as the ultimate choice for drivers seeking unmatched performance gains in their 1994-2001 Acura Integra. Crafted specifically for higher horsepower applications and tailored to accommodate more aggressive driving styles, this meticulously engineered setup offers a six-puck sprung plate for penetrating engagement, ideal for those pushing the limits with forced induction and nitrous applications. With its high-performance pressure plate, this clutch assembly delivers an astonishing 250% increase in torque capacity, ensuring seamless power transfer and unwavering reliability, even in the most demanding driving conditions. Plus, the addition of a sprung plate not only enhances engagement but also significantly improves drivability compared to unsprung variations, making every shift feel smoother and more controlled. With a recommended 300-mile break-in period, this clutch setup guarantees peak performance and durability for your Acura Integra. The 1620 Series kit includes essential components such as a performance pressure plate, a six-puck torque-sprung disc featuring Ceramic buttons, all necessary bearings, and the appropriate alignment tool, providing enthusiasts with a comprehensive solution for unlocking the full potential of their vehicle.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 1994-2001 Acura Integra \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":41675984601122,"sku":"COC-8026-1620","price":545.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8026-1620-1.jpg?v=1710517207"},{"product_id":"competition-clutch-16-civic-1-5t-stage-2-clutch-flywheel-kit","title":"Competition Clutch 16+ Civic 1.5T Stage 2 Clutch\/Flywheel Kit","description":"\u003cul\u003e\n\u003cli\u003eClutch and Flywheel Package \u003c\/li\u003e\n\u003cli\u003e17 or 22 lbs Flywheels Avaiable \u003c\/li\u003e\n\u003cli\u003eClutch is Rated for 425 HP! \u003c\/li\u003e\n\u003cli\u003eLarger Clutch Disc for Comfort and Performance \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nLooking to take your 2016+ Honda Civic 1.5T or 2018+ Accord 1.5T to the next level? Look no further than the Competition Clutch Stage 2 Clutch Kit. Engineered specifically for the L15B7 application, this clutch kit is a game-changer for enthusiasts seeking maximum performance and reliability. Featuring a larger 240mm diameter clutch disc (the same size as the FK8 Civic Type-R), this kit provides superior torque hold and a comfortable pedal feel compared to the factory 230mm disc, ensuring optimal power transfer without sacrificing comfort. The Stage 2 clutch kit includes an organic disc for smooth engagement and optimal comfort, rated for up to 425 WTQ, making it perfect for daily driving and spirited weekend runs. Plus, you have the option to choose between a lightweight 22 lbs or an ultra-lightweight 17 lbs billet steel flywheel, providing you with a complete upgrade package tailored to your driving needs. Each kit comes with a clutch assembly, flywheel, throw out bearing, alignment tool, and all the hardware needed for installation, ensuring a hassle-free upgrade process. Compatible with all manual 2016-2021 Honda Civic 1.5T, 2022+ Honda Civic 1.5T, 2018+ Honda Accord 1.5T, and 2023+ Acura Integra 1.5T models, including Si, Sport, and RHD international models, the Competition Clutch Stage 2 Clutch Kit is your ticket to unlocking the full potential of your vehicle.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 2023+ Acura Integra (Base, ASpec)\u003cdiv\u003e2016-Present Honda Civic 1.5T (Si, Sport)\u003c\/div\u003e\n\u003cdiv\u003e2018+ Honda Accord 1.5T (Sport)\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"22 LBS","offer_id":41676080054306,"sku":"COC-8091-2100-ST","price":1200.0,"currency_code":"USD","in_stock":true},{"title":"17 LBS","offer_id":41676080087074,"sku":"COC-8091-2100STU","price":1400.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8090-2100ST_15crop.jpg?v=1734018950"},{"product_id":"competition-clutch-stage-3-ceramic-clutch-k20a2-k20z3","title":"Competition Clutch Stage 3 Ceramic Clutch (K20A2\/K20Z3)","description":"\u003cul\u003e\n\u003cli\u003eCapable of 150% More Torque \u003c\/li\u003e\n\u003cli\u003ePerfect for Blend of Street and Strip Use \u003c\/li\u003e\n\u003cli\u003eFits K20A2 and K20Z3  \u003c\/li\u003e\n\u003cli\u003eQuick, But Smooth Engagement \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\nThis segmented ceramic material, coupled with a high-performance pressure plate, offers an optimal blend for both street and strip applications. Designed to handle torque capacities increased by up to 150%, it ensures swift yet seamless engagement and prolonged durability. A recommended 300-mile break-in period is advised for this setup. The 2600 Series kit comprises a performance pressure plate, a high torque sprung disc featuring segmented Ceramic facings, all necessary bearings, and the corresponding alignment tool.  \n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n 2002-2006 Acura RSX Type S\u003cdiv\u003e2006-2011 Honda Civic Si\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n150% Torque Increase\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Pressure Plate\u003cdiv\u003e(1) Sprung Disc\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":42410269540386,"sku":"COC-8037-2600","price":450.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/COC-8037-2600_6crop.jpg?v=1737405484"},{"product_id":"competition-clutch-00-09-s2000-ceramic-clutch-kit-2600","title":"Competition Clutch 2600 Ceramic Clutch Kit for 00-09 S2000","description":"\u003cul\u003e\n\u003cli\u003eSegmented ceramic disc for durability. \u003c\/li\u003e\n\u003cli\u003eHandles 150% more torque. \u003c\/li\u003e\n\u003cli\u003eQuick, smooth gear engagement. \u003c\/li\u003e\n\u003cli\u003eComplete installation kit included. \u003c\/li\u003e\n\u003cli\u003e300-mile break-in for optimal performance. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch 2600 Ceramic Clutch Kit – 2000–2009 Honda S2000 (SKU: COC-8023-2600)\u003c\/h3\u003e\n\n\u003cp\u003e\nIf you’re leaning on your AP1 or AP2 harder than stock, this Competition Clutch 2600 Ceramic S2000 kit is the kind of upgrade that actually holds. This high-torque S2000 clutch is built for cars with bolt-ons, E85, or boost where the OEM setup just turns into a smoke show. As a ceramic clutch for Honda S2000 builds, it brings the heat tolerance, bite, and consistency you need for real abuse—street, strip, or both. Rated for around 150% more torque than the factory clutch, it suits serious S2000 racing clutch setups, weekend drag passes, and track-focused cars.\n\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nThis S2000 segmented ceramic clutch engages fast and firmly, with a clear on\/off window that experienced drivers will appreciate. Pedal effort goes up a bit and engagement gets more abrupt than stock—you’ll feel it in traffic—but in exchange you get a Honda S2000 ceramic clutch that stays locked when boost ramps in or you leave hard on sticky tires. This S2000 performance clutch kit includes the core hardware you need for a proper Honda S2000 clutch replacement, so you’re not chasing random parts mid-install. We run Competition Clutch ceramic kits on our own cars when we need something that won’t fold under repeated launches.\n\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003ch4\u003eKey Features\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003e\n\u003cstrong\u003eSegmented Ceramic Disc\u003c\/strong\u003e handles repeated hard launches and high temps without glazing like an organic disc, making it a solid S2000 drag racing clutch choice.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eHigh Clamp-Load Pressure Plate\u003c\/strong\u003e supports roughly 150% more torque than OEM, so this S2000 torque capacity clutch works well with turbo, supercharger, or high-grip tire setups.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eStreet\/Strip Engagement\u003c\/strong\u003e hits harder and grabs quicker than stock—very livable if you’re used to performance clutches, less friendly if you want soft, smooth engagement.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003eComplete S2000 00–09 Clutch Kit\u003c\/strong\u003e includes S2000 ceramic disc clutch, pressure plate, throw-out bearing, and alignment tool for a straightforward Honda S2000 clutch replacement.\u003c\/li\u003e\n  \u003cli\u003e\n\u003cstrong\u003e300-Mile Break-In Required\u003c\/strong\u003e with normal, non-aggressive driving to seat the disc properly and keep engagement consistent long term.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\n\u003ch4\u003eFitment\u003c\/h4\u003e\n\u003cp\u003e\nFits all 2000–2009 Honda S2000 models (AP1, AP2, Base, and CR), so you can drop this Competition Clutch ceramic S2000 kit into any chassis year without guessing on compatibility.\n\u003c\/p\u003e\n\u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\n\u003cp\u003e\nIf you’re past the “just a little more than stock” phase and need a high-performance S2000 clutch that keeps up with real power and traction, this Competition Clutch S2000 kit is a smart step. It’s built for cars that see real use—pull after pull, pass after pass—without slipping when it matters.\n\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2000-2005 Honda S2000 \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2009 Honda S2000 \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44623731392546,"sku":"COC-8023-2600","price":525.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360896_4ce6add3-2fa7-4c63-8e19-79db84e6ee6c.JPG?v=1765472081"},{"product_id":"competition-clutch-184mm-ceramic-clutch-kit-for-acura-honda","title":"Competition Clutch 184mm Ceramic Clutch Kit for Acura Honda","description":"\u003cul\u003e\n\u003cli\u003eHandles up to 700 horsepower. \u003c\/li\u003e\n\u003cli\u003eCAD\/CAM designed for superior quality. \u003c\/li\u003e\n\u003cli\u003ePower-V drive system for balance. \u003c\/li\u003e\n\u003cli\u003eMicro-finished friction material. \u003c\/li\u003e\n\u003cli\u003eDirect bolt-in installation. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch K-Series 184mm Single Disc Ceramic Clutch Kit SKU: COC-1848037-1\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Once you’re making real power with a K-series, the clutch isn’t “just maintenance” anymore. It’s the difference between clean passes and slipping halfway through third. The Competition Clutch K-Series 184mm Single Disc Ceramic Clutch Kit is built for that level of abuse. It’s rated for up to \u003cstrong\u003e700 horsepower\u003c\/strong\u003e and sees regular use in turbo street cars, road race builds, and drag setups that live on hard launches and long pulls.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    This isn’t a comfort mod. Pedal feel and engagement are aimed at control and holding power, not daily commuting. If your Acura high performance clutch needs are past OEM or mild upgrades, this 184 Series is a proven step up for serious K-series cars.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy This Clutch Works for K-Series Builds\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e700 Horsepower Capacity\u003c\/strong\u003e\u003cbr\u003e\n      Built for boosted and aggressive N\/A K-series where torque hits hard and often. Perfect if your Acura RSX clutch kit or Honda Accord performance clutch needs to survive real power instead of dyno glory pulls.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003ePower-V Drive System\u003c\/strong\u003e\u003cbr\u003e\n      Self-centering assembly helps keep things stable at high RPM and cuts down on weird harmonics that beat up your input shaft and bearings.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCeramic Friction Disc with Micro-Finished Surface\u003c\/strong\u003e\u003cbr\u003e\n      Ceramic gives you serious bite and consistent engagement under heat, drag-style launches, and repeated back-to-back pulls. That’s what you want in a Civic Si ceramic clutch kit or RSX Type-S ceramic clutch that actually sees track time.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCAD and CAM Engineered Components\u003c\/strong\u003e\u003cbr\u003e\n      Precision-machined parts keep clamp load and fitment consistent, so pedal feel stays predictable instead of changing every few events.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eIncreased Surface Area\u003c\/strong\u003e\u003cbr\u003e\n      More area to spread the heat out, which helps the clutch live longer in high-output cars you don’t baby.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation and Setup Notes\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This K Series clutch kit is a \u003cstrong\u003edirect bolt-in\u003c\/strong\u003e for compatible K-series transmissions and works with factory-style hydraulics. No custom brackets or crazy fabrication, so any competent shop or experienced DIY’er can handle the swap as an Acura TSX clutch replacement, Honda Civic Si clutch kit install, or Honda Accord clutch upgrade.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Because it’s ceramic, engagement is noticeably more aggressive than stock. That’s normal and part of why it holds power when a street disc gives up. Plan on a proper break-in period if you want it to last and stay consistent.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n\u003cstrong\u003eAcura\u003c\/strong\u003e\n      \u003cul\u003e\n        \u003cli\u003e2002–2006 RSX Base and Type-S (Competition Clutch Acura RSX setups)\u003c\/li\u003e\n        \u003cli\u003e2004–2008 TSX Base (great base for a TSX ceramic clutch upgrade)\u003c\/li\u003e\n      \u003c\/ul\u003e\n    \u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eHonda\u003c\/strong\u003e\n      \u003cul\u003e\n        \u003cli\u003e2002–2011 Civic Si\u003c\/li\u003e\n        \u003cli\u003e2003–2009 Accord select trims (Competition Clutch Honda Accord applications)\u003c\/li\u003e\n        \u003cli\u003e2002–2006 CR-V select trims (Competition Clutch CR-V replacement setups)\u003c\/li\u003e\n        \u003cli\u003e2003–2011 Element (Competition Clutch Element kit and Honda Element ceramic clutch builds)\u003c\/li\u003e\n      \u003c\/ul\u003e\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    Always double-check flywheel style and transmission setup before you hit “buy” on your K Series clutch kit purchase, especially if you’re mixing aftermarket gear ratios, different K-series cases, or hybrid swaps.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eBuilt and Tested for Real Use\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Competition Clutch assemblies are built, tested, and assembled in Anaheim, California. The 184 Series has a solid track record in the Honda and Acura crowd for holding power predictably over time instead of getting grabby one week and lazy the next. We still run Competition Clutch units like this on our own K-swapped cars for exactly that reason.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho This Clutch Is For\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This setup fits builders pushing boost, compression, or serious track time who need an Acura TSX clutch replacement, Honda Accord clutch upgrade, or Honda Civic Si clutch kit that doesn’t fold under torque. If your car is past the point where a street disc survives more than a season, the Competition Clutch 184mm single disc ceramic kit is the “it just works” move when you leave the line or roll into it in third.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2002-2006 Acura RSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2006 Acura RSX Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2004-2008 Acura TSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2003-2007 Honda Accord \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2006 Honda CR-V \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2005 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2003-2011 Honda Element \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eWhat’s Included\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n\u003cstrong\u003e184mm Ceramic Clutch Disc\u003c\/strong\u003e\u003cbr\u003e\n      Quantity: 1\u003cbr\u003e\n      Segmented ceramic friction material with a solid hub for high torque capacity\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003eDiaphragm Style Pressure Plate\u003c\/strong\u003e\u003cbr\u003e\n      Designed for consistent clamp load and predictable engagement under high load\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003eChromoly Flywheel\u003c\/strong\u003e\u003cbr\u003e\n      Internally balanced for K-series applications\u003cbr\u003e\n      Engineered for strength, heat resistance, and performance use\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003eThrowout Bearing\u003c\/strong\u003e\u003cbr\u003e\n      Included for proper clutch actuation and reliability\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003ePilot Bushing\u003c\/strong\u003e\u003cbr\u003e\n      Included to ensure correct input shaft support\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003eAlignment Tool\u003c\/strong\u003e\u003cbr\u003e\n      Included to simplify installation and ensure proper disc alignment\n    \u003c\/li\u003e\n\n    \u003cli\u003e\n\u003cstrong\u003eInstallation Hardware\u003c\/strong\u003e\u003cbr\u003e\n      All required hardware included for a complete bolt-in installation\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    This clutch is sold as a complete kit and is intended for performance-focused applications where torque capacity and durability are priorities.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44629516845090,"sku":"COC-1848037-1","price":1249.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31700050.PNG?v=1765508211"},{"product_id":"competition-clutch-flywheel-00-09-honda-s2000-ultra-light","title":"Competition Clutch Flywheel 00-09 Honda S2000 (Ultra-Light)","description":"\u003cul\u003e\n\u003cli\u003eWeighs only 9.25 lbs. \u003c\/li\u003e\n\u003cli\u003eOne-piece ring gear for durability. \u003c\/li\u003e\n\u003cli\u003eCNC machined for precision balance. \u003c\/li\u003e\n\u003cli\u003eCompatible with performance and stock clutches. \u003c\/li\u003e\n\u003cli\u003eExceeds SFI 1.5 safety standards. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch Ultra-Light Flywheel for Honda S2000\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The F20C and F22C were built to live above 6,000 RPM. A lighter flywheel lets them get there faster. The Competition Clutch ultra-light flywheel (2-669-STU) drops your rotating mass down to \u003cstrong\u003e9.25 lbs\u003c\/strong\u003e, which is a massive reduction from the factory unit, especially if you're coming from an AP2 where the stock flywheel tips the scale at over 21 lbs. Even AP1 owners are shedding roughly 5 lbs off an already lighter stock unit. That difference shows up immediately in throttle response, rev speed, and how connected the car feels between your right foot and the rear tires.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    This is the STU (ultra-light) version. Competition Clutch also makes a heavier ST version at 11.5 lbs for street-focused builds. If you're doing HPDE days, time attack, autox, or building a dedicated track car, the STU is the one to grab. If your S2000 mostly sits in traffic and only sees the occasional canyon run, the 11.5 lb ST version will give you a noticeable improvement without as much change to low-speed drivability.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy It Matters on the S2000 Specifically\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The S2000 is one of the best cases for a lightweight flywheel in the entire Honda lineup. Here's why: the F20C redlines at 8,800+ RPM and the F22C at 7,800. That's a huge rev range to work through on every shift. A lighter flywheel lets the engine accelerate and decelerate through that range faster, which directly translates to quicker shifts and better rev matching on downshifts. Heel-toe gets noticeably more precise because the engine responds to blips almost instantly instead of slowly climbing up to match.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    On track, faster rev recovery between shifts keeps you in the powerband on corner exit. You'll see it in your data. Off track, the car just feels sharper and more alive, like the engine is responding to your inputs without the lag of all that extra rotating mass.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eThe Trade-offs (Read This Before You Buy)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    We're not going to pretend this is a zero-compromise upgrade. At 9.25 lbs, this is a race-weight flywheel and it behaves like one. Here's what to expect:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eIdle will be rougher.\u003c\/strong\u003e Less rotating mass means less energy smoothing out combustion pulses. Some gear chatter at idle is normal and expected.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eFirst gear takeoffs require more finesse.\u003c\/strong\u003e RPM drops faster when you lift off the throttle, so you'll need to give it a little more gas and be smoother with the clutch when pulling away from a stop. You will stall it a few times while you adjust.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eLow-speed driving feels more raw.\u003c\/strong\u003e In stop-and-go traffic, you'll notice the engine is less willing to just \"lug along\" at low RPM. The car wants to be driven, not babied.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eSome chatter is normal.\u003c\/strong\u003e This is common across all lightweight steel flywheels, not just this one. It's not a defect.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    If those trade-offs sound like dealbreakers for your daily commute, seriously consider the 11.5 lb ST version instead. It preserves more low-end drivability while still being significantly lighter than stock. For dedicated track cars, though, the STU is the better tool for the job.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eHow It Compares\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eFlywheel\u003c\/th\u003e\n        \u003cth\u003eWeight\u003c\/th\u003e\n        \u003cth\u003eMaterial\u003c\/th\u003e\n        \u003cth\u003eBest For\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM AP2 (2004-2009)\u003c\/td\u003e\n        \u003ctd\u003e~21 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast Iron\u003c\/td\u003e\n        \u003ctd\u003eStock replacement, maximum smoothness\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM AP1 (2000-2003)\u003c\/td\u003e\n        \u003ctd\u003e~14 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast Iron\u003c\/td\u003e\n        \u003ctd\u003eBudget upgrade for AP2 owners, good daily balance\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eACT Streetlite (600355)\u003c\/td\u003e\n        \u003ctd\u003e11.2 lbs\u003c\/td\u003e\n        \u003ctd\u003eChromoly Steel\u003c\/td\u003e\n        \u003ctd\u003eStreet\/strip, moderate weight reduction\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCompetition Clutch ST (2-669-ST)\u003c\/td\u003e\n        \u003ctd\u003e11.5 lbs\u003c\/td\u003e\n        \u003ctd\u003e4140 Forged Steel\u003c\/td\u003e\n        \u003ctd\u003eStreet\/strip, preserves more drivability\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eCompetition Clutch STU (2-669-STU)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e9.25 lbs\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e4140 Forged Steel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eTrack, time attack, forced induction builds\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eFidanza\u003c\/td\u003e\n        \u003ctd\u003e~8 lbs\u003c\/td\u003e\n        \u003ctd\u003e6061 Aluminum w\/ Steel Insert\u003c\/td\u003e\n        \u003ctd\u003eMaximum weight reduction, requires insert resurfacing\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    The Competition Clutch STU sits in that sweet spot: light enough to make a real difference at the track, but still full steel construction so you're not dealing with replaceable inserts or the durability concerns that come with aluminum flywheels. The one-piece steel design can be resurfaced when it's time for a new clutch instead of needing replacement parts.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eConstruction and Specs\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e4140 Forged Steel\u003c\/strong\u003e\u003cbr\u003e\n      Stamped with 2,000 tons of pressure at 1,260°F, then CNC machined and balanced to OE specs. This is the same material spec used in high-load motorsport applications. It handles repeated high-RPM clutch drops, hard launches, and back-to-back track sessions without issues.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eOne-Piece Integrated Ring Gear\u003c\/strong\u003e\u003cbr\u003e\n      No pressed-on ring gear that can walk, slip, or shear under abuse. The one-piece design also provides more uniform heat transfer across the friction surface, which reduces the chance of hot spots and warping.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eSFI 1.5 Certified\u003c\/strong\u003e\u003cbr\u003e\n      Meets the safety standard required for competition use. If you're running SCCA, NASA, or HPDE events, this checks the box. It matters when you're hanging at 8,000+ RPM for an entire session.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eResurfaceable\u003c\/strong\u003e\u003cbr\u003e\n      When it's time for a new clutch, you can resurface the flywheel friction surface rather than replacing the whole unit. That saves you money over the life of the part.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eImportant Notes for AP2 Owners (2004-2009)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    If you're coming from the stock AP2 flywheel, you're dropping over 12 lbs of rotating mass. That's a dramatic change. Two things to consider:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAP1 Slave Cylinder Swap:\u003c\/strong\u003e The AP2 slave cylinder has a clutch delay valve (CDV) built in. Honda added it to smooth out clutch engagement and protect the drivetrain from the heavier AP2 flywheel's inertia. With a lightweight flywheel, the CDV works against you: it slows clutch engagement and can cause slippage during fast shifts. Most S2000 owners running lightweight flywheels swap to the AP1 slave cylinder (part number 46930-S2A-003), which doesn't have the CDV. It's a direct bolt-on replacement and gives you a more direct, mechanical clutch feel.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eClutch Pairing:\u003c\/strong\u003e Competition Clutch recommends the STU with Stage 3 and up clutch kits. If you're running a stock or Stage 1 clutch, the 11.5 lb ST version is the better match. The ultra-light flywheel combined with an aggressive clutch disc can make stop-and-go traffic genuinely unpleasant, so match the flywheel to how you actually use the car.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eClutch Compatibility\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This flywheel works with all stock and aftermarket clutch assemblies for the S2000. That said, the ultra-light weight pairs best with Stage 3+ setups where you want maximum response. Common pairings in the S2000 community include Competition Clutch Stage 3 and Stage 4 kits, ACT heavy-duty pressure plates with OEM discs, and Exedy Stage 1 and Stage 2 kits. It also works well in forced induction S2000 builds (turbo or supercharged) where fast rev recovery between shifts really matters.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngine\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP1)\u003c\/td\u003e\n        \u003ctd\u003e2000-2003\u003c\/td\u003e\n        \u003ctd\u003eF20C (2.0L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP2)\u003c\/td\u003e\n        \u003ctd\u003e2004-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 CR\u003c\/td\u003e\n        \u003ctd\u003e2008-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003ePart Number:\u003c\/strong\u003e 2-669-STU (Hybrid Racing SKU: COC-2-669-STU)\u003cbr\u003e\n    \u003cstrong\u003eWeight:\u003c\/strong\u003e 9.25 lbs\u003cbr\u003e\n    \u003cstrong\u003eMaterial:\u003c\/strong\u003e 4140 Forged Steel\u003cbr\u003e\n    \u003cstrong\u003eCertification:\u003c\/strong\u003e SFI 1.5\u003cbr\u003e\n    \u003cstrong\u003eNote:\u003c\/strong\u003e Does not include release bearing.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This\u003c\/h2\u003e\n\n  \u003cp\u003e\n    If you're building a track-focused S2000, doing time attack, running HPDE events, or have a forced induction setup where rev speed between shifts matters, this is the flywheel to run. It's proven, it's rebuildable, and it's SFI certified for competition. If you're mostly daily driving with the occasional spirited weekend run, take a look at the Competition Clutch ST (11.5 lbs) instead. It'll still wake up the car without making your commute miserable.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2000-2005 Honda S2000 \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2009 Honda S2000 \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44629524611106,"sku":"COC-2-669-STU","price":395.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360491.JPG?v=1770418820"},{"product_id":"competition-clutch-184mm-single-disc-clutch-kit-for-acurahonda","title":"Competition Clutch 184mm Ceramic Clutch B-Series Integra del Sol","description":"\u003cul\u003e\n\u003cli\u003eSupports up to 700HP. \u003c\/li\u003e\n\u003cli\u003eCAD\/CAM precision engineering. \u003c\/li\u003e\n\u003cli\u003eMicro-finished friction material. \u003c\/li\u003e\n\u003cli\u003ePower-V self-centering drive system. \u003c\/li\u003e\n\u003cli\u003eDirect bolt-in replacement design. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003cdiv class=\"product-description\"\u003e\n  \u003cp\u003e\n    This Competition Clutch 184mm Single Disc Ceramic Clutch Kit (SKU: COC-1848026-1) targets serious B-Series builds that laugh at stock parts. It’s rated to hold up to \u003cstrong\u003e700 horsepower\u003c\/strong\u003e, so if your Honda or Acura is on big boost or spray, this is the level you should be shopping in. If you’re looking for a Competition Clutch B-Series purchase that isn’t going to tap out after a few hard launches, you’re in the right place.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The kit uses a ceramic friction disc, not an organic street disc. That means more heat capacity and more torque holding, which matters once you’re on a turbo, supercharger, or a hard-driven track setup. The trade-off: engagement is harsher and more on\/off, especially crawling in traffic or parking lots. It’ll hold, but it won’t baby you. This is for people who care more about keeping power to the ground than about buttery-soft pedal feel.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The pressure plate uses CAD\/CAM modeling and a 184mm single disc layout to keep clamping force stable over the full disc surface. Competition Clutch’s Power-V drive system helps keep the floater plates self-centered at high RPM, so you get more even load across the disc and better inherent balance when you’re spinning it out in 3rd or 4th. That helps control weird vibration, reduces hotspotting, and keeps the drivetrain from getting hammered the way some random “high clamp” setups do.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    All major parts use CNC-machined components and Competition Clutch assembles the kits in their Anaheim, California facility. That consistent spec is what keeps engagement repeatable and predictable when you’re drag racing, road racing, or just leaning on a high-boost B-Series on the street. We still run Competition Clutch setups like this on our own cars, because they take real abuse without turning into glass after a few events.\n  \u003c\/p\u003e\n\n  \u003ch3\u003eWho This Clutch Is Best For\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003eB-Series builds making way more than stock power (forced induction or serious N\/A)\u003c\/li\u003e\n    \u003cli\u003eTurbocharged or supercharged setups with big midrange torque\u003c\/li\u003e\n    \u003cli\u003eCars that see regular drag passes, track days, or hard street pulls\u003c\/li\u003e\n    \u003cli\u003eDrivers who accept sharper, ceramic-style engagement in exchange for holding power and consistency\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003ch3\u003eWho Should Consider Other Options\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003eDaily-driven cars that live in stop-and-go traffic\u003c\/li\u003e\n    \u003cli\u003eMostly stock or lightly modded engines\u003c\/li\u003e\n    \u003cli\u003eAnyone who wants near-OEM smoothness and comfort over raw grip\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003ch3\u003eKey Features and Specifications\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003e\n\u003cstrong\u003eRated power:\u003c\/strong\u003e Up to 700 horsepower (when the rest of the setup is dialed)\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eClutch size:\u003c\/strong\u003e 184mm single disc configuration – compact and responsive\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eFriction material:\u003c\/strong\u003e Proprietary micro-finished ceramic for high heat and torque loads\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eDrive system:\u003c\/strong\u003e Power-V self-centering floater plates for better balance at RPM\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eManufacturing:\u003c\/strong\u003e CAD\/CAM-based design with CNC-machined components\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eAssembly location:\u003c\/strong\u003e Anaheim, California\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003ch3\u003eVehicle Fitment\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003e1994–2001 Acura Integra manual – ideal if you want to \u003cstrong\u003ebuy Integra B-Series clutch\u003c\/strong\u003e parts that can live at higher power\u003c\/li\u003e\n    \u003cli\u003e1993–1997 Honda Civic del Sol manual – solid option if you’re ready to \u003cstrong\u003eorder a Civic del Sol clutch kit\u003c\/strong\u003e for a boosted or track-focused build\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    For any high performance 184mm clutch like this, the details matter: flywheel condition, install quality, and proper break-in will make or break it. This Competition Clutch for Integra and Civic del Sol isn’t a band-aid upgrade; it belongs in a drivetrain that’s been planned as a package, not a “maybe it’ll hold” afterthought. If you’re ready to purchase a ceramic clutch kit B-Series drivers actually trust under power—whether that’s a Honda del Sol ceramic clutch or an Acura Integra ceramic clutch kit—this 184mm setup is the one you buy when you’re done playing with street clutches.\n  \u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e1994-2001 Acura Integra \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1993-1997 Honda Civic del Sol \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44629551644706,"sku":"COC-1848026-1","price":1249.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31700038.PNG?v=1765509749"},{"product_id":"competition-clutch-lightweight-flywheel-for-acura-honda","title":"Competition Clutch K-Series Flywheel RSX TSX Civic Si","description":"\u003cul\u003e\n\u003cli\u003eConstructed from 4140 forged steel. \u003c\/li\u003e\n\u003cli\u003eCompatible with Gravity, Stage 1, and 2 clutches. \u003c\/li\u003e\n\u003cli\u003eWeight options from 8 to 18 lbs. \u003c\/li\u003e\n\u003cli\u003eSFI certified for safety standards. \u003c\/li\u003e\n\u003cli\u003eEnhances low-end torque and drivability. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003cdiv class=\"product-description\"\u003e\n  \u003cp\u003e\n    The Competition Clutch K Series Lightweight Flywheel is built for Honda and Acura K-series cars where you want quicker\n    throttle response without turning the car into a pain to drive. It’s a smart Honda Civic Si flywheel upgrade or TSX flywheel upgrade\n    if you daily the car, hit backroads, and maybe see the track now and then. Think RSX Type S performance flywheel feel, but still\n    friendly in traffic.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    This Competition Clutch flywheel for Civic Si and RSX uses \u003cstrong\u003e4140 forged steel\u003c\/strong\u003e in a one-piece design for strength,\n    heat control, and long service life. 4140 holds up much better to repeated heat cycles than cast or multi-piece setups, so you’re\n    less likely to see hot spots, warping, or cracking when you’re leaning on it. It’s a solid match for spirited street use and\n    occasional track days.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    This isn’t an ultra-light, race-only flywheel that stalls if you look at it wrong. It drops rotational mass enough to let the\n    engine rev quicker, sharpen throttle response, and recover faster between shifts, but still keeps enough inertia for normal low-speed\n    driving. You get that “eager” K-series feel without killing smooth takeoffs or making stop-and-go traffic annoying.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The flywheel works with Competition Clutch Gravity, Stage 1, and Stage 2 clutch kits, so you can run it on anything from a mild\n    street build to a more serious naturally aspirated setup. If you’re pairing a Civic Si K Series clutch flywheel combo or putting\n    together an Acura RSX base clutch flywheel package, it’s an easy match. Multiple weight options (including RSX K Series Lightweight\n    Flywheel and Sport Flywheel TSX 2008 style setups) let you pick how aggressive you want the engine response to feel.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Every unit comes \u003cstrong\u003eSFI certified\u003c\/strong\u003e, so you’re running an SFI certified flywheel on your RSX, TSX, or Si that’s been\n    tested for high RPM abuse. That matters when you’re spinning a durable RSX Type S flywheel or Race Flywheel Acura TSX build north\n    of 8,000 rpm and want to know it’ll stay in one piece.\n  \u003c\/p\u003e\n\n  \u003ch3\u003eKey Characteristics\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003e\n\u003cstrong\u003eMaterial:\u003c\/strong\u003e 4140 forged steel\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eConstruction:\u003c\/strong\u003e One-piece for durability and thermal stability\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eWeight options:\u003c\/strong\u003e Around 8 lbs to 18 lbs, depending on configuration\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eClutch compatibility:\u003c\/strong\u003e Competition Clutch Gravity, Stage 1, and Stage 2 (great Stage 2 flywheel Civic Si combo)\u003c\/li\u003e\n    \u003cli\u003e\n\u003cstrong\u003eCertification:\u003c\/strong\u003e SFI approved for high RPM use\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003ch3\u003eVehicle Fitment\u003c\/h3\u003e\n  \u003cul\u003e\n    \u003cli\u003e2002–2006 Acura RSX (Acura RSX base clutch flywheel fitment)\u003c\/li\u003e\n    \u003cli\u003e2002–2006 Acura RSX Type-S\u003c\/li\u003e\n    \u003cli\u003e2004–2008 Acura TSX\u003c\/li\u003e\n    \u003cli\u003e2006–2011 Honda Civic Si\u003c\/li\u003e\n    \u003cli\u003e2006–2011 Honda Civic\u003c\/li\u003e\n    \u003cli\u003e2002–2005 Honda Civic Si\u003c\/li\u003e\n    \u003cli\u003e2001–2005 Honda Civic\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    This Competition Clutch K Series Flywheel is for drivers who want sharper response, cleaner shifts, and dependable manners on\n    the street. Install it correctly, follow proper clutch break-in, and you’ll get a K Series Lightweight Flywheel RSX \/ TSX K Series\n    Flywheel setup that feels noticeably more alive without turning your car into a chore to drive.\n  \u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2002-2006 Acura RSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2006 Acura RSX Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2004-2008 Acura TSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2005 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44629573369890,"sku":"COC-2-8090-ST","price":450.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360497.JPG?v=1765510132"},{"product_id":"competition-clutch-twin-disc-clutch-kit-for-acura-honda","title":"Competition Clutch Twin Disc Clutch Kit for Acura Honda","description":"\u003cul\u003e\n\u003cli\u003eHandles up to 1350 horsepower. \u003c\/li\u003e\n\u003cli\u003ePrecision CAD\/CAM design. \u003c\/li\u003e\n\u003cli\u003eMicro-finished friction material. \u003c\/li\u003e\n\u003cli\u003eSelf-centering Power-V drive system. \u003c\/li\u003e\n\u003cli\u003eEasy bolt-on installation. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003cp\u003eIf you're making big power on a K series, your stock clutch is already living on borrowed time. The Competition Clutch 184mm Twin Disc Ceramic Clutch Kit is built for K20 and K24 builds pushing 500 to 1,200+ horsepower, and it's one of the most proven twin disc setups in the Honda\/Acura drag racing community. Competition Clutch builds and assembles these in Anaheim, CA, and they've been the go-to clutch for serious K series builds for years.\u003c\/p\u003e\n\n\u003cp\u003eHere's what actually matters about this kit: it uses a 7.25\" (184mm) twin ceramic disc setup with rigid hubs, a 4140 forged steel flywheel, a 6061 T6 aluminum cover, and a 6150 steel diaphragm. The twin disc design gives you roughly double the friction surface area of a single disc, which is how it holds that kind of power without being a nightmare to drive. The ceramic friction material grabs hard and handles heat well, but this is a race clutch, so don't expect OEM pedal feel. It's going to be more aggressive than a street setup.\u003c\/p\u003e\n\n\u003cp\u003eThe Power-V drive system is worth calling out. The floater plates self-center between the two discs, which distributes the clamping force evenly across both surfaces. That means less hot spots, more consistent engagement, and longer life between rebuilds. Speaking of rebuilds, the disc and floater packages are designed to be racer-rebuildable. You're not throwing the whole unit away when the friction material wears out.\u003c\/p\u003e\n\n\u003cp\u003eThe open cover design keeps airflow moving through the clutch assembly, which helps with heat management during sustained use (back-to-back passes, for example). Low moment of inertia means faster revs between shifts. If you're running a sequential or a dog box, that matters. It's a direct bolt-on for K series applications with a 1-1\/32 x 24 input spline, so you won't need adapter plates or custom work to get it installed.\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003eOne thing to keep in mind:\u003c\/strong\u003e this is a full race clutch. It's not going to be streetable in the way a Stage 2 or Stage 3 organic disc would be. If you're building a daily driver that occasionally sees the track, you probably want to look at Competition Clutch's single disc options instead. But if your car lives at the strip or the track and you need a clutch that won't let go at high power, this is the one.\u003c\/p\u003e\n\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003ePower Rating:\u003c\/strong\u003e Supports 500 to 1,200+ horsepower on K series applications\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eTwin Disc Design:\u003c\/strong\u003e Two 184mm ceramic discs with rigid hubs for maximum holding capacity and heat resistance\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eFlywheel:\u003c\/strong\u003e 4140 forged steel for durability under high RPM and high torque loads\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eCover:\u003c\/strong\u003e 6061 T6 aluminum with 6150 steel diaphragm for consistent clamp force\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003ePower-V Drive System:\u003c\/strong\u003e Self-centering floater plates distribute clamping force evenly, reducing hot spots and wear\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eRebuildable:\u003c\/strong\u003e Disc and floater assemblies can be serviced without replacing the entire kit\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eOpen Cover Design:\u003c\/strong\u003e Allows airflow through the assembly for better heat dissipation during sustained use\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eBolt-On Fitment:\u003c\/strong\u003e Direct fit with 1-1\/32 x 24 input spline, no adapters needed\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eMade in USA:\u003c\/strong\u003e Built, tested, and assembled in Anaheim, California\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch3\u003eVehicle Fitment\u003c\/h3\u003e\n\n\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eVehicle\u003c\/th\u003e\n\u003cth\u003eYears\u003c\/th\u003e\n\u003c\/tr\u003e\n\u003c\/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd\u003eAcura RSX\u003c\/td\u003e\n\u003ctd\u003e2002-2006\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eAcura RSX Type-S\u003c\/td\u003e\n\u003ctd\u003e2002-2006\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eAcura TSX\u003c\/td\u003e\n\u003ctd\u003e2004-2008\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Accord\u003c\/td\u003e\n\u003ctd\u003e2003-2007\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Civic\u003c\/td\u003e\n\u003ctd\u003e2001-2005\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Civic Si (EP3)\u003c\/td\u003e\n\u003ctd\u003e2002-2005\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Civic\u003c\/td\u003e\n\u003ctd\u003e2006-2011\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Civic Si (FG\/FA)\u003c\/td\u003e\n\u003ctd\u003e2006-2011\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda CR-V\u003c\/td\u003e\n\u003ctd\u003e2002-2006\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eHonda Element\u003c\/td\u003e\n\u003ctd\u003e2003-2011\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003cp\u003e\u003cem\u003e\u003cbr\u003e\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThis clutch is designed for K series engines (K20, K24). If you're running a K swap in a chassis not listed above, fitment depends on your swap setup and transmission. Reach out to us if you have questions about compatibility with your specific build.\u003c\/em\u003e\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2002-2006 Acura RSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2006 Acura RSX Type-S\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2004-2008 Acura TSX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2003-2007 Honda Accord \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2006 Honda CR-V \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2011 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2002-2005 Honda Civic Si\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2003-2011 Honda Element \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813704593442,"sku":"COC-1848037-2","price":1399.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31700035.PNG?v=1770418476"},{"product_id":"competition-clutch-lightweight-flywheel-for-honda-s2000","title":"Competition Clutch Lightweight Flywheel for Honda S2000","description":"\u003cul\u003e\n\u003cli\u003eDesigned for 2000-2009 Honda S2000. \u003c\/li\u003e\n\u003cli\u003eOne-piece ring gear construction. \u003c\/li\u003e\n\u003cli\u003eLightweight at 11.5 lbs. \u003c\/li\u003e\n\u003cli\u003eCompatible with Stage 1 and Stage 2 clutches. \u003c\/li\u003e\n\u003cli\u003eCNC machined for precision. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch Lightweight Steel Flywheel for Honda S2000\u003c\/h2\u003e\n\n  \u003cp\u003e\n    At 11.5 lbs, the Competition Clutch ST flywheel (2-669-ST) is the one most S2000 owners should actually buy. It cuts real weight off the stock flywheel (the AP1 unit weighs about 14 lbs, the AP2 is over 21 lbs) while keeping the car completely livable on the street. You'll feel the difference in throttle response and shift quality without turning your daily commute into a workout.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Competition Clutch makes two versions for the S2000: this ST (lightweight) at 11.5 lbs and the STU (ultra-light) at 9.25 lbs. The ST is designed for naturally aspirated and street-driven cars. It pairs with stock, Stage 1, and Stage 2 clutch kits. If your S2000 sees regular street driving, weekend canyon runs, and occasional track days, this is the better match. The STU is purpose-built for dedicated track cars, forced induction builds, and Stage 3+ clutch setups where the drivability trade-offs don't matter.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy 11.5 lbs Is the Sweet Spot for Most S2000 Builds\u003c\/h2\u003e\n\n  \u003cp\u003e\n    There's a common misconception that lighter is always better with flywheels. It's not. Go too light on a street car and you end up with rough idle, excessive gear chatter, stalling at low speed, and a car that fights you in stop-and-go traffic. The S2000 community has been having this debate for over 20 years, and the consensus is clear: somewhere in the 10-12 lb range is where you get the biggest improvement in feel without making the car annoying to live with.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    For AP2 owners especially, the math is dramatic. You're dropping almost 10 lbs of rotating mass off the crankshaft. That's a 45% reduction from the 21 lb stock AP2 flywheel. You'll feel it immediately: faster revs, quicker rev drop between shifts, sharper heel-toe, and an engine that feels more willing to chase VTEC. But your first gear takeoffs will still feel natural, idle stays smooth, and you won't dread sitting in traffic.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    AP1 owners are coming from a lighter starting point (~14 lbs), so the change is more subtle, roughly 2.5 lbs. You'll still feel an improvement in throttle response and rev matching, but the biggest gains here are in construction quality and the SFI safety certification for track use.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eHow It Compares to Other S2000 Flywheel Options\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eFlywheel\u003c\/th\u003e\n        \u003cth\u003eWeight\u003c\/th\u003e\n        \u003cth\u003eMaterial\u003c\/th\u003e\n        \u003cth\u003eBest For\u003c\/th\u003e\n        \u003cth\u003ePrice Range\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM AP2 (2004-2009)\u003c\/td\u003e\n        \u003ctd\u003e~21 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast Iron\u003c\/td\u003e\n        \u003ctd\u003eStock replacement, maximum smoothness\u003c\/td\u003e\n        \u003ctd\u003e$200-300 (OEM)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM AP1 (2000-2003)\u003c\/td\u003e\n        \u003ctd\u003e~14 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast Iron\u003c\/td\u003e\n        \u003ctd\u003eBudget AP2 upgrade, bolts right in\u003c\/td\u003e\n        \u003ctd\u003e$50-150 (used\/OEM)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eCompetition Clutch ST (2-669-ST)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e11.5 lbs\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e4140 Forged Steel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eStreet\/strip, daily drivers, NA builds\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e$350\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eACT Streetlite (600355)\u003c\/td\u003e\n        \u003ctd\u003e11.2 lbs\u003c\/td\u003e\n        \u003ctd\u003eChromoly Steel\u003c\/td\u003e\n        \u003ctd\u003eStreet\/strip, similar weight class\u003c\/td\u003e\n        \u003ctd\u003e$317-407\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCompetition Clutch STU (2-669-STU)\u003c\/td\u003e\n        \u003ctd\u003e9.25 lbs\u003c\/td\u003e\n        \u003ctd\u003e4140 Forged Steel\u003c\/td\u003e\n        \u003ctd\u003eTrack, time attack, forced induction\u003c\/td\u003e\n        \u003ctd\u003e$395\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eFidanza\u003c\/td\u003e\n        \u003ctd\u003e~8 lbs\u003c\/td\u003e\n        \u003ctd\u003e6061 Aluminum w\/ Steel Insert\u003c\/td\u003e\n        \u003ctd\u003eMaximum weight reduction, mostly track use\u003c\/td\u003e\n        \u003ctd\u003e$300-420\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    The Competition Clutch ST and ACT Streetlite are the two closest competitors at this weight class. Both are forged steel, one-piece designs at nearly identical weights. The Competition Clutch uses 4140 steel while the ACT uses chromoly. Both are SFI certified. The ACT has induction-hardened ring gears, while the Competition Clutch uses an integrated one-piece ring gear. In practice, both are well-proven in the S2000 community and you won't go wrong with either. The CC ST is typically easier to find at MAP ($350) while the ACT price varies more between retailers ($317-$407).\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eConstruction\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e4140 Forged Steel\u003c\/strong\u003e\u003cbr\u003e\n      Stamped under 2,000 tons of pressure at 1,260°F. This is the same steel alloy used across serious motorsport applications. It's tough enough to handle repeated high-RPM abuse and can be resurfaced when you swap clutches, so you don't have to buy a new flywheel every time.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eOne-Piece Integrated Ring Gear\u003c\/strong\u003e\u003cbr\u003e\n      The ring gear is part of the flywheel itself, not pressed on separately. Pressed-on ring gears can walk, slip, or shear off the flywheel body under sustained abuse. One-piece construction eliminates that failure point entirely and provides more uniform heat transfer across the friction surface.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCNC Machined and Balanced to OE Specs\u003c\/strong\u003e\u003cbr\u003e\n      Precision balanced for smooth operation at sustained high RPM. The S2000's F20C revs to 8,800+ RPM and the F22C to 7,800+. Any imbalance at those speeds creates vibration that you'll feel through the entire drivetrain. This flywheel is balanced to eliminate that.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eSFI 1.5 Certified\u003c\/strong\u003e\u003cbr\u003e\n      Meets the safety standard required for sanctioned competition (SCCA, NASA, HPDE). If you're running track events, this checks the box.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eResurfaceable\u003c\/strong\u003e\u003cbr\u003e\n      When your clutch disc wears out, a machine shop can resurface the flywheel friction face instead of you buying a whole new unit. Over the life of the car, that saves you real money.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eImportant Notes for AP2 Owners (2004-2009)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    If you have an AP2, you're making the biggest jump, going from a 21 lb stock flywheel to 11.5 lbs. Two things to know:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eConsider swapping to the AP1 slave cylinder.\u003c\/strong\u003e The AP2 has a clutch delay valve (CDV) built into the slave cylinder. Honda added it to smooth out engagement with the heavier AP2 flywheel and protect the drivetrain from shock loading. With a lighter flywheel, the CDV can make the clutch feel vague and cause slippage during fast shifts. Most AP2 owners running aftermarket flywheels swap to the AP1 slave cylinder (Honda part 46930-S2A-003), which eliminates the CDV and gives you a more direct, mechanical clutch pedal feel. It's a direct bolt-on swap.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eIt's not mandatory though.\u003c\/strong\u003e Some AP2 owners run this flywheel with the stock CDV and are perfectly happy, especially if they're not doing hard track shifts. If your car is mostly street-driven, you can always try it with the stock slave first and swap later if you want more pedal directness.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eClutch Compatibility\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This flywheel works with every stock and aftermarket clutch assembly for the S2000. Competition Clutch specifically recommends the ST for their Gravity, Stage 1, and Stage 2 clutch kits. The most common S2000 setups in the community pair it with:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003eOEM Honda pressure plate + OEM friction disc (proven, reliable, great for street)\u003c\/li\u003e\n    \u003cli\u003eACT heavy-duty pressure plate + OEM disc (increased clamping force without changing pedal feel much)\u003c\/li\u003e\n    \u003cli\u003eCompetition Clutch Stage 1 or Stage 2 kits (matched to this flywheel weight)\u003c\/li\u003e\n    \u003cli\u003eExedy Stage 1 kits (popular combo for a reason: holds well, drives well)\u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    If you're running a Stage 3 or higher clutch (6-puck, ceramic, etc.), you'll probably want to consider the ultra-light STU version instead. The combination of an aggressive clutch disc and a heavier flywheel can work, but the STU is a better match for that type of setup. Conversely, don't pair the ultra-light STU with a stock or mild clutch, that combo is harder to modulate in slow traffic and doesn't give you the benefit of the faster rev speed the STU is built for.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat to Expect After Install\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The change from the AP2 flywheel is immediately noticeable. The engine revs faster, drops RPM quicker on upshifts, and responds to throttle inputs more directly. Heel-toe downshifting gets easier because the engine matches revs faster on blips. Most S2000 owners describe it as the car feeling \"more alive\" or \"like how it should have come from the factory.\"\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    From the AP1 flywheel, the difference is more subtle but still there. You'll notice slightly faster rev response and a more connected feel. The bigger gain for AP1 owners is the SFI certification and the one-piece steel construction upgrade over the cast iron stock unit.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    At 11.5 lbs, idle behavior stays close to stock. You may get very mild gear chatter that wasn't there before, but nothing like what you'd experience with a sub-9 lb flywheel. First gear takeoffs stay natural. Your passengers won't notice the swap. You will.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngine\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP1)\u003c\/td\u003e\n        \u003ctd\u003e2000-2003\u003c\/td\u003e\n        \u003ctd\u003eF20C (2.0L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP2)\u003c\/td\u003e\n        \u003ctd\u003e2004-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 CR\u003c\/td\u003e\n        \u003ctd\u003e2008-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003ePart Number:\u003c\/strong\u003e 2-669-ST (Hybrid Racing SKU: COC-2-669-ST)\u003cbr\u003e\n    \u003cstrong\u003eWeight:\u003c\/strong\u003e 11.5 lbs\u003cbr\u003e\n    \u003cstrong\u003eMaterial:\u003c\/strong\u003e 4140 Forged Steel\u003cbr\u003e\n    \u003cstrong\u003eCertification:\u003c\/strong\u003e SFI 1.5\u003cbr\u003e\n    \u003cstrong\u003eNote:\u003c\/strong\u003e Does not include release bearing. Works with all stock and aftermarket S2000 clutch assemblies.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThis flywheel is for you if:\u003c\/strong\u003e You daily drive your S2000, want sharper throttle response and better rev matching, run a stock or Stage 1\/2 clutch, do occasional track days or HPDE events, and don't want to sacrifice street manners for track performance.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eLook at the STU (9.25 lbs) instead if:\u003c\/strong\u003e Your car is a dedicated track build, you're running forced induction, you have a Stage 3+ clutch, or you don't care about daily drivability and want maximum rev speed between shifts.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eYou might not need an aftermarket flywheel at all if:\u003c\/strong\u003e You have an AP1 and you're happy with how the car drives. The stock AP1 flywheel is already reasonably light at ~14 lbs. The biggest gains from this upgrade go to AP2 owners who are dropping 10+ lbs of rotating mass.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2000-2005 Honda S2000 \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2009 Honda S2000 \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813708754978,"sku":"COC-2-669-ST","price":350.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360214.JPG?v=1770419281"},{"product_id":"competition-clutch-stage-4-clutch-kit-for-honda-s2000","title":"Competition Clutch Stage 4 Clutch Kit for Honda S2000","description":"\u003cul\u003e\n\u003cli\u003eDesigned for 2000-2009 Honda S2000. \u003c\/li\u003e\n\u003cli\u003e250% increase in torque capacity. \u003c\/li\u003e\n\u003cli\u003ePerformance pressure plate included. \u003c\/li\u003e\n\u003cli\u003eHigh torque six puck disc. \u003c\/li\u003e\n\u003cli\u003eComplete installation kit provided. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch Stage 4 Clutch Kit for Honda S2000 (6-Puck Ceramic)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The Competition Clutch Stage 4 (8023-1620) is a strip-oriented clutch kit built for forced induction and high-revving S2000 builds that have outgrown full-face discs. The 6-puck sprung ceramic disc with the CC performance pressure plate gives you up to 250% more torque capacity than the stock clutch. That puts real holding power somewhere around 340 ft-lbs at the wheels, which is enough for most turbo and supercharged S2000 builds making 400-500+ whp.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Let's be direct about what this clutch is: \u003cspan style=\"font-weight: bold;\"\u003eit's aggressive\u003c\/span\u003e. Competition Clutch calls it the \"Strip Series\" for a reason. If you're building a turbo S2000 for the track, drag strip, or weekend pulls and you need something that won't slip under boost, this is the kit. If your S2000 is your daily driver and you sit in traffic, keep reading, because there's important context below about what daily driving this clutch actually feels like.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat's in the Kit\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCompetition Clutch Performance Pressure Plate\u003c\/strong\u003e\u003cbr\u003e\n      Higher clamping force than the stock unit. This is what gives you the increased torque capacity. The pedal will feel noticeably heavier than stock.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e6-Puck Sprung Ceramic Disc\u003c\/strong\u003e\u003cbr\u003e\n      Six ceramic friction pads on a sprung hub with a double-spring, six-rivet carriage. The ceramic material grabs hard and handles heat well, which matters under sustained high-RPM use. The sprung hub is important: it absorbs some of the engagement shock that makes unsprung puck clutches truly miserable on the street. This is still a puck clutch with all the trade-offs that come with it, but the sprung design takes the edge off compared to a rigid 6-puck.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThrow-Out Bearing\u003c\/strong\u003e\u003cbr\u003e\n      Included where applicable. Replace it every time you do a clutch job on an S2000. The labor to get to the clutch on these cars is significant (the subframe usually needs to come down), so don't reuse old bearings.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003ePilot Bearing\u003c\/strong\u003e\u003cbr\u003e\n      Included where applicable. Same logic: replace it while you're in there.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAlignment Tool\u003c\/strong\u003e\u003cbr\u003e\n      For centering the disc on the flywheel during installation.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhere This Clutch Fits in the Competition Clutch S2000 Lineup\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eStage\u003c\/th\u003e\n        \u003cth\u003eDisc Type\u003c\/th\u003e\n        \u003cth\u003eTorque Capacity Increase\u003c\/th\u003e\n        \u003cth\u003eBest For\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eStage 2 (2100 Series)\u003c\/td\u003e\n        \u003ctd\u003eFull-face brass\/kevlar\u003c\/td\u003e\n        \u003ctd\u003eUp to 80%\u003c\/td\u003e\n        \u003ctd\u003eBolt-ons, NA builds, street-friendly daily\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eStage 3 (2600 Series)\u003c\/td\u003e\n        \u003ctd\u003eSegmented ceramic, full-face\u003c\/td\u003e\n        \u003ctd\u003eUp to 150%\u003c\/td\u003e\n        \u003ctd\u003eAggressive street, moderate FI, best street\/strip balance\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eStage 4 (1620 Series)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e6-puck sprung ceramic\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eUp to 250%\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eStrip, track, turbo\/SC builds 400-500+ whp\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eStage 5 (1420 Series)\u003c\/td\u003e\n        \u003ctd\u003e4-puck rigid ceramic\u003c\/td\u003e\n        \u003ctd\u003eUp to 300%\u003c\/td\u003e\n        \u003ctd\u003eDedicated race, high HP, not streetable\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eTwin Disc\u003c\/td\u003e\n        \u003ctd\u003eDual ceramic discs\u003c\/td\u003e\n        \u003ctd\u003e500+ HP capable\u003c\/td\u003e\n        \u003ctd\u003e600+ whp builds, better street manners than Stage 4\/5\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\n    The Stage 4 sits in a specific spot: it holds significantly more power than the Stage 3, but it trades away most of the street drivability that the full-face disc provides. If you're between stages, here's the honest breakdown: the Stage 3 (segmented ceramic) handles up to about 150% more torque and drives much closer to stock. If your build is in the 300-350 whp range, the Stage 3 is probably the smarter choice unless you're planning more power soon. The Stage 4 makes sense when you're already past what the Stage 3 can hold, or you're building toward 400+ whp and don't want to do this job twice.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e\u003cbr\u003e\u003c\/h2\u003e\n\u003ch2\u003eWhat Daily Driving a 6-Puck Ceramic Actually Feels Like\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The S2000 community has been arguing about this for 20+ years, so here's the honest reality from people who've lived with this clutch:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThe first 300-500 miles will test your patience.\u003c\/strong\u003e Competition Clutch recommends a 300-mile break-in. During that period, expect aggressive clutch chatter, a harsh on\/off engagement character, stalling at low speed, and a general feeling that something is wrong with your car. It's not. That's the ceramic pads bedding into the flywheel surface. Most owners report that things improve noticeably around 500-1,000 miles.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eAfter break-in, opinions are split.\u003c\/strong\u003e Some S2000 owners daily drive this clutch with no complaints after learning the engagement point. Others switch back to a full-face disc after a few months because they can't deal with the grabby feel in stop-and-go traffic. The common thread: if you're a confident manual driver and don't mind relearning your car, you can make it work on the street. If smooth, OEM-like engagement matters to you, this isn't the clutch. The sprung hub helps compared to a rigid puck disc (which is genuinely awful on the street), but this is still a puck clutch and it drives like one.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eYour passengers will notice.\u003c\/strong\u003e First-gear takeoffs require more RPM (many owners report needing 2,500-3,500 RPM for a smooth launch) and the clutch chatter is audible. If someone else drives your car, expect them to stall it at least a few times before finding the bite point.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eFlywheel Pairing\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This kit does not include a flywheel. If you're already pulling the transmission (and on an S2000, that's a 10+ hour job for most home mechanics), replace the flywheel at the same time. You don't want to do this labor twice.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    For a Stage 4 clutch on a forced induction build, the Competition Clutch STU ultra-light flywheel (9.25 lbs, part 2-669-STU) is the best match. The lighter flywheel complements the aggressive disc by letting the engine rev faster between shifts, which is exactly what you want on a turbo car making power in the upper RPM range.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The CC ST lightweight flywheel (11.5 lbs, part 2-669-ST) also works, but it's designed more for Stage 1 and Stage 2 setups. It's a fine choice if you want slightly more flywheel mass for smoother low-speed behavior, but if you're running a Stage 4, you're probably past caring about smooth low-speed behavior.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    You can also reuse your stock flywheel if it's in good condition and gets resurfaced, but community experience suggests that a heavier stock flywheel paired with an aggressive puck disc makes the engagement even choppier at low RPM because the flywheel stores more rotational energy that the puck disc has to absorb all at once.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eAP2 Owners: Clutch Delay Valve\u003c\/h2\u003e\n\n  \u003cp\u003e\n    If you have a 2004-2009 S2000, your car has a clutch delay valve (CDV) built into the slave cylinder. Honda added it to soften clutch engagement for the heavier AP2 flywheel. With a Stage 4 puck clutch, the CDV makes the pedal feel vague and can cause the clutch to slip during fast, aggressive shifts, which defeats the purpose of running this setup.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Most AP2 owners running aftermarket clutches swap to the AP1 slave cylinder (Honda part 46930-S2A-003). It's a direct bolt-on replacement that eliminates the CDV and gives you a direct, mechanical clutch pedal feel. With a 6-puck ceramic, you want to feel exactly where the clutch grabs. The CDV works against that.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation Notes\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e300-mile minimum break-in.\u003c\/strong\u003e Competition Clutch requires it, and the community recommends 500 miles for best results. During break-in: no hard launches, no aggressive shifts, no sustained slipping. Drive it gently and let the ceramic pads seat.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThe S2000 clutch job is labor-intensive.\u003c\/strong\u003e Most shops charge 5-8 hours of labor. The top two bellhousing bolts near the firewall are notoriously difficult to access, and most approaches involve lowering the rear subframe ~3 inches to get a clear path with extensions and swivels. Factor this into your planning.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace all bearings while you're in there.\u003c\/strong\u003e Throw-out bearing, pilot bearing, and inspect your rear main seal. If the seal is leaking oil onto the clutch, no amount of clamping force will save you.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eResurface or replace the flywheel.\u003c\/strong\u003e A glazed, heat-checked, or warped flywheel surface will prevent the ceramic pads from bedding properly and can cause slip or chatter that never goes away.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eTorque the flywheel and pressure plate bolts to spec with thread locker.\u003c\/strong\u003e The S2000 revs to 8,800+ RPM (F20C) or 7,800+ RPM (F22C). Hardware failures at those speeds are catastrophic.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThis clutch is built for:\u003c\/strong\u003e Turbo and supercharged S2000 builds making 400-500+ whp where a full-face disc can't hold the power. Track-focused builds where engagement smoothness doesn't matter. Drag cars, time attack, or weekend warriors who don't mind the aggressive pedal feel.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eConsider the Stage 3 instead if:\u003c\/strong\u003e Your build is under 350 whp, you daily drive in traffic, or you want the most streetable clutch that can still handle moderate forced induction. The segmented ceramic full-face disc holds up to 150% more torque and drives much closer to stock.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eConsider the CC twin disc if:\u003c\/strong\u003e You're making 500+ whp and want better street manners than a single-disc puck clutch can offer. Twin discs spread the clamping load across two friction surfaces, so they hold more power with less aggressive engagement. They cost more, but if you're building a high-power S2000 you still want to drive on the street, the twin disc is the right answer above 500 whp.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDon't buy this clutch if:\u003c\/strong\u003e Your S2000 is stock or lightly modified. A Stage 4 on a naturally aspirated S2000 making 200-240 hp is complete overkill. You'll hate driving it, and you'll gain nothing. The stock clutch or a Stage 2 handles NA power with zero issues.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngine\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP1)\u003c\/td\u003e\n        \u003ctd\u003e2000-2003\u003c\/td\u003e\n        \u003ctd\u003eF20C (2.0L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 (AP2)\u003c\/td\u003e\n        \u003ctd\u003e2004-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda S2000 CR\u003c\/td\u003e\n        \u003ctd\u003e2008-2009\u003c\/td\u003e\n        \u003ctd\u003eF22C1 (2.2L)\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003ePart Number:\u003c\/strong\u003e 8023-1620 (Hybrid Racing SKU: COC-8023-1620)\u003cbr\u003e\n    \u003cstrong\u003eSeries:\u003c\/strong\u003e Stage 4 Sprung, Strip Series 1620\u003cbr\u003e\n    \u003cstrong\u003eDisc:\u003c\/strong\u003e 6-puck sprung ceramic with double-spring, six-rivet carriage\u003cbr\u003e\n    \u003cstrong\u003eTorque Capacity:\u003c\/strong\u003e Up to 250% increase over stock\u003cbr\u003e\n    \u003cstrong\u003eBreak-In:\u003c\/strong\u003e 300 miles minimum (500 recommended)\u003cbr\u003e\n    \u003cstrong\u003eFlywheel:\u003c\/strong\u003e Not included. Sold separately.\u003cbr\u003e\n    \u003cstrong\u003eWarranty:\u003c\/strong\u003e 90 days from retail purchase through authorized dealer\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e2000-2005 Honda S2000 \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2006-2009 Honda S2000 \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813823344674,"sku":"COC-8023-1620","price":540.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31361025.JPG?v=1770431580"},{"product_id":"competition-clutch-lightweight-flywheel-for-honda-civic","title":"Competition Clutch Lightweight Flywheel for Honda Civic","description":"\u003cul\u003e\n\u003cli\u003eCrafted from durable 4140 forged steel. \u003c\/li\u003e\n\u003cli\u003eWeighs only 11.44 pounds. \u003c\/li\u003e\n\u003cli\u003eSFI certified for safety and performance. \u003c\/li\u003e\n\u003cli\u003eVersatile, fully resurfaced for longevity. \u003c\/li\u003e\n\u003cli\u003eCompatible with 1990-2005 Honda Civic and CRX. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch Lightweight Steel Flywheel for D-Series Honda Civic, CRX \u0026amp; Del Sol\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This is the street-friendly version of Competition Clutch's D-series flywheel, and for most Civic, CRX, and Del Sol owners, it's the right one. At 11.44 lbs, it drops roughly 6.5 lbs off the stock D-series flywheel (~18 lbs), which is a 36% reduction in rotating mass. You'll notice it immediately: the engine revs faster, drops quicker between shifts, and the whole car feels more responsive. But because CC kept the weight at 11.44 lbs instead of shaving it down further, you won't fight it in traffic or stall at every red light like you would with a 7-8 lb aluminum flywheel.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    If you're building a turbo D-series or a dedicated track car, look at the Competition Clutch Ultra Lightweight (STU) flywheel instead. That one weighs 8.8 lbs and is built for forced induction and racing applications where you want maximum spool and minimum inertia. This page is for the ST version, which is built for street cars, naturally aspirated builds, and daily drivers who want a noticeable improvement without sacrificing livability.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat 11.44 lbs Actually Feels Like\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The D-series community has been running lightweight flywheels for over two decades, and the consensus is clear: 11-12 lbs is the sweet spot for a daily-driven Civic. Here's what you can expect:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eFaster revs, faster drops.\u003c\/strong\u003e With 36% less rotating mass, the engine spins up noticeably quicker when you hit the gas and comes down faster when you lift. You'll feel this most during rev-matching on downshifts and when blipping the throttle between gears. It makes the whole drivetrain feel sharper.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eSlightly more attention at low RPM.\u003c\/strong\u003e Compared to the stock 18 lb flywheel, you have less inertia keeping the engine spinning at idle and low RPM. This means you need to be a little more deliberate with the clutch off the line, especially in first gear. It's not the \"I'm going to stall this thing constantly\" experience people have with 7-8 lb flywheels. It's more like the car reminds you it's not stock. After a day or two of driving, you won't think about it.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBetter for autocross and road course.\u003c\/strong\u003e The reduced inertia helps the engine change speed faster, which is exactly what you want when you're constantly accelerating and braking through corners. You'll notice quicker transitions and better throttle response in the mid-range.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eNot ideal for drag racing.\u003c\/strong\u003e This is worth being upfront about. Lighter flywheels hurt 60' times because you have less stored energy to launch from a stop. One D-series racer reported going from 1.99s to 2.12-2.16 60' times after dropping from 18 lbs to 12.5 lbs. If your car is a dedicated drag car, stick with the stock flywheel weight. If you're doing anything that involves corners, the lighter flywheel wins.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eD-Series Flywheel Weight Comparison\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eFlywheel\u003c\/th\u003e\n        \u003cth\u003eWeight\u003c\/th\u003e\n        \u003cth\u003eMaterial\u003c\/th\u003e\n        \u003cth\u003eBest For\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM D16Z6 \/ D15B7 \/ D16Y8\u003c\/td\u003e\n        \u003ctd\u003e~18 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast iron\/steel\u003c\/td\u003e\n        \u003ctd\u003eStock replacement, drag racing\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eOEM VX \/ CX (lighter variant)\u003c\/td\u003e\n        \u003ctd\u003e~15-17.5 lbs\u003c\/td\u003e\n        \u003ctd\u003eCast iron\/steel\u003c\/td\u003e\n        \u003ctd\u003eBudget option (if you can find one)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eACT Streetlite (600120)\u003c\/td\u003e\n        \u003ctd\u003e~12 lbs\u003c\/td\u003e\n        \u003ctd\u003eForged steel\u003c\/td\u003e\n        \u003ctd\u003eStreet, drag racing\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eCompetition Clutch ST (2-702-ST)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e11.44 lbs\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003e4140 forged steel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eStreet, autocross, daily driving\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCompetition Clutch STU (2-702-STU)\u003c\/td\u003e\n        \u003ctd\u003e8.8 lbs\u003c\/td\u003e\n        \u003ctd\u003e4140 forged steel\u003c\/td\u003e\n        \u003ctd\u003eTurbo builds, track, rally\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eFidanza aluminum\u003c\/td\u003e\n        \u003ctd\u003e~7-8 lbs\u003c\/td\u003e\n        \u003ctd\u003eAluminum (with steel friction insert)\u003c\/td\u003e\n        \u003ctd\u003eDedicated race car, autocross\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\n    The CC ST lands right between the ACT Streetlite and the CC STU. It's half a pound lighter than the ACT, which you won't feel in the seat, but both are in that 11-12 lb range that the D-series community has settled on as the best balance of response and drivability. The real choice here is between the ST and the STU: if you're naturally aspirated and driving on the street, the ST is the better flywheel. If you're turbo or track-only, look at the STU.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eConstruction\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003e4140 forged steel, one-piece design.\u003c\/strong\u003e This matters more than it sounds. Cheaper flywheels use a two-piece design with a separate ring gear pressed onto the body. Over time (and especially under heat from aggressive clutch engagement), the ring gear can separate or shift. The one-piece forged design eliminates that risk entirely. The friction surface is also integral to the body, which means more consistent heat transfer and less chance of warpage under heavy use.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eSFI 1.1 certified.\u003c\/strong\u003e If you're running a sanctioned event that requires SFI-rated drivetrain components, this flywheel meets the spec. Most street drivers won't need the certification, but it's a good indicator that the part has been tested to handle sustained high-RPM operation without failure.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eResurfaceable.\u003c\/strong\u003e Unlike aluminum flywheels that need a replacement steel insert when the friction surface wears, this is a solid steel flywheel that any machine shop can resurface. When you swap to a new clutch down the road, have the flywheel surface cut and reuse it. This flywheel should outlast multiple clutch changes.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eClutch Pairing\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Competition Clutch recommends the ST flywheel for use with Gravity, Stage 1, and Stage 2 clutch kits. These are full-face disc clutches with smooth engagement that complement the moderate weight of the ST flywheel.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Can you run a Stage 3 or Stage 4 puck clutch with this flywheel? Yes, it's physically compatible with all Competition Clutch D-series clutch kits (and most other aftermarket D-series clutches). But if you're running a Stage 3 or higher, you're likely making enough power that the STU flywheel's faster spool characteristics are more useful, and you've already accepted the trade-offs that come with an aggressive clutch disc.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    For a naturally aspirated D16 or D15 with a bolt-on build, the ST flywheel paired with a Competition Clutch Stage 1 or Stage 2 is an excellent combo. It sharpens up the driving experience without making the car a chore in traffic.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This flywheel fits all D-series SOHC engines (D15, D16, D17) across the following platforms:\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eChassis Code\u003c\/th\u003e\n        \u003cth\u003eEngines\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda Civic (all trims)\u003c\/td\u003e\n        \u003ctd\u003e1988-1991\u003c\/td\u003e\n        \u003ctd\u003eEF\u003c\/td\u003e\n        \u003ctd\u003eD15B1, D15B2, D16A6\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda CRX (all trims)\u003c\/td\u003e\n        \u003ctd\u003e1988-1991\u003c\/td\u003e\n        \u003ctd\u003eEF\u003c\/td\u003e\n        \u003ctd\u003eD15B2, D15B6, D16A6\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda Civic (all trims)\u003c\/td\u003e\n        \u003ctd\u003e1992-1995\u003c\/td\u003e\n        \u003ctd\u003eEG\u003c\/td\u003e\n        \u003ctd\u003eD15B7, D15B8, D16Z6\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda Civic del Sol\u003c\/td\u003e\n        \u003ctd\u003e1993-1997\u003c\/td\u003e\n        \u003ctd\u003eEG\/EH\u003c\/td\u003e\n        \u003ctd\u003eD15B7, D16Z6, D16Y8\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda Civic (all trims)\u003c\/td\u003e\n        \u003ctd\u003e1996-2000\u003c\/td\u003e\n        \u003ctd\u003eEK\u003c\/td\u003e\n        \u003ctd\u003eD16Y5, D16Y7, D16Y8\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eHonda Civic (DX, LX, EX, HX)\u003c\/td\u003e\n        \u003ctd\u003e2001-2005\u003c\/td\u003e\n        \u003ctd\u003eEM\/ES\u003c\/td\u003e\n        \u003ctd\u003eD17A1, D17A2, D17A6\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThis flywheel does not fit B-series, K-series, H-series, or any DOHC engine.\u003c\/strong\u003e If you have a 2002-2005 Civic Si (K20A3) or an RSX, those use K-series flywheels. If you have a 1999-2000 Civic Si (B16A2), that uses a B-series flywheel. This is a D-series SOHC flywheel only.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation Notes\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace your clutch at the same time.\u003c\/strong\u003e You're already pulling the transmission to get to the flywheel. Install a new clutch disc, pressure plate, throw-out bearing, and pilot bearing while everything is apart. Doing the flywheel alone and reusing an old clutch is wasting labor.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eTorque the flywheel bolts to spec.\u003c\/strong\u003e D-series flywheel bolts should be torqued to 76 ft-lbs (per Honda FSM). Use new bolts if the originals show any signs of stretching. Some builders apply a small amount of threadlocker; check your clutch manufacturer's instructions.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eInspect the rear main seal.\u003c\/strong\u003e Oil on the flywheel friction surface means a slipping clutch, regardless of how good the clutch is. If the rear main is seeping, replace it now.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBreak-in period.\u003c\/strong\u003e Drive gently for the first 300-500 miles. No hard launches, no high-RPM clutch drops. Let the clutch disc bed into the new flywheel surface.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eNote for 1988-1989 Civic\/CRX owners:\u003c\/strong\u003e Some 88-89 models may require a 1990+ clutch kit for proper fitment with aftermarket flywheels. Verify your clutch disc spline count and diameter before ordering.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eSpecs\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHybrid Racing SKU:\u003c\/strong\u003e COC-2-702-ST\u003cbr\u003e\n    \u003cstrong\u003eCompetition Clutch Part Number:\u003c\/strong\u003e 2-702-ST\u003cbr\u003e\n    \u003cstrong\u003eWeight:\u003c\/strong\u003e 11.44 lbs\u003cbr\u003e\n    \u003cstrong\u003eMaterial:\u003c\/strong\u003e 4140 forged steel, one-piece construction\u003cbr\u003e\n    \u003cstrong\u003eCertification:\u003c\/strong\u003e SFI 1.1\u003cbr\u003e\n    \u003cstrong\u003eResurfaceable:\u003c\/strong\u003e Yes\u003cbr\u003e\n    \u003cstrong\u003eClutch Compatibility:\u003c\/strong\u003e All D-series clutch assemblies (stock and aftermarket)\u003cbr\u003e\n    \u003cstrong\u003eRecommended Clutch Stages:\u003c\/strong\u003e Gravity, Stage 1, Stage 2 (compatible with all stages)\u003cbr\u003e\n    \u003cstrong\u003eEngine Compatibility:\u003c\/strong\u003e D15, D16, D17 SOHC\u003cbr\u003e\n    \u003cstrong\u003eFlywheel Included:\u003c\/strong\u003e Yes (this is a flywheel, clutch kit sold separately)\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThis flywheel is built for:\u003c\/strong\u003e Daily-driven Civics, CRXs, and Del Sols with D-series engines. Naturally aspirated builds with bolt-ons. Autocross and road course cars where throttle response matters more than launch consistency. Anyone who wants a noticeable improvement in how the car revs without making the car annoying to drive every day.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eLook at the STU instead if:\u003c\/strong\u003e You're running a turbo D-series and want faster spool. You're building a dedicated track car. You're running a Stage 3 or higher clutch. You've driven a light flywheel before and know you can handle the reduced inertia at low RPM.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eKeep the stock flywheel if:\u003c\/strong\u003e Your car is a dedicated drag car and 60' times matter. You don't want to change anything about how the car drives at low speed. You're replacing a clutch on a bone-stock commuter and just need it to work like it did from the factory.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e1988-1991 Honda CRX \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1996-2000 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1992-1995 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic EX\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1988-1991 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1993-1997 Honda Civic del Sol \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813828030498,"sku":"COC-2-702-ST","price":225.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360313_caa62b3b-1c5a-4553-8970-b1d0d50f4ffc.JPG?v=1770432415"},{"product_id":"competition-clutch-d-series-stage-4-clutch-kit-for-honda-civic","title":"Competition Clutch D-Series Stage 4 Clutch Kit for Honda Civic","description":"\u003cul\u003e\n\u003cli\u003e250% increase in torque capacity. \u003c\/li\u003e\n\u003cli\u003eDurable ceramic buttons on disc. \u003c\/li\u003e\n\u003cli\u003eIncludes performance pressure plate. \u003c\/li\u003e\n\u003cli\u003eCompatible with 1992-2005 Honda Civics. \u003c\/li\u003e\n\u003cli\u003e90-day warranty for peace of mind. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\n  \u003ch2\u003eCompetition Clutch D-Series Stage 4 Clutch Kit, 6-Puck Rigid Ceramic (Hydraulic, 1992-2005)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This is Competition Clutch's Stage 4 Strip Series (0620) clutch kit for hydraulic D-series Hondas. It fits 1992-2005 Civic and 1993-1997 del Sol models running D15, D16, or D17 engines with hydraulic clutch actuation. The kit provides up to 250% more torque capacity than stock, with a 1,500 lb pressure plate load and a 6-puck rigid (unsprung) ceramic disc.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eThis is the rigid disc version. It's a race clutch.\u003c\/strong\u003e If you're looking for a Stage 4 you can daily drive, you want the 8022-1620 (sprung) instead. The difference between the two is significant enough that choosing the wrong one will make you miserable. Keep reading.\n  \u003c\/p\u003e\n\n\n\u003csection\u003e\n  \u003ch2\u003eRigid (0620) vs. Sprung (1620): Why It Matters\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Competition Clutch offers the Stage 4 for the D-series in two disc configurations. Both use the same pressure plate, same ceramic friction material, same 250% torque capacity increase, and same 6-puck layout. The difference is entirely in the disc hub, and that difference changes how the clutch feels dramatically.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003e\u003c\/th\u003e\n        \u003cth\u003eStage 4 Rigid (0620) - This Kit\u003c\/th\u003e\n        \u003cth\u003eStage 4 Sprung (1620)\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eHub Design\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eSolid, one-piece, no springs\u003c\/td\u003e\n        \u003ctd\u003eDouble-spring, six-rivet carriage\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eEngagement Feel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eOn\/off, like a light switch\u003c\/td\u003e\n        \u003ctd\u003eStill aggressive, but springs cushion the grab\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eChatter\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eSignificant, constant at low RPM\u003c\/td\u003e\n        \u003ctd\u003ePresent but manageable after break-in\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDisc Weight\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eLighter (no spring assembly)\u003c\/td\u003e\n        \u003ctd\u003eHeavier (spring dampener adds mass)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eShift Speed\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eFaster (lighter disc = synchros match quicker)\u003c\/td\u003e\n        \u003ctd\u003eSlightly slower\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDrivetrain Impact\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHard on synchros, thrust bearings, axles\u003c\/td\u003e\n        \u003ctd\u003eSprings absorb some shock loading\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eStreetability\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eRace only. Miserable in traffic.\u003c\/td\u003e\n        \u003ctd\u003eLivable on the street with practice\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBest For\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eDrag, time attack, dedicated track car\u003c\/td\u003e\n        \u003ctd\u003eStreet\/strip, turbo daily, weekend warrior\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    The rigid disc eliminates the spring assembly entirely. That makes it lighter, which means the synchros in your transmission can match shaft speed faster during shifts. Faster shifts. That's the upside. The downside is that every time you engage the clutch, the ceramic pads grab the flywheel with zero cushion. There's no gradual take-up, no progressive engagement zone. It either grabs or it doesn't. People describe it as a light switch, and that's accurate.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    In a race car, this is exactly what you want. You dump the clutch at the line, bang through gears as fast as possible, and the clutch either holds or it doesn't. Comfort doesn't matter. Shift speed does. On a street car in stop-and-go traffic, this same behavior means stalling at lights, lurching through parking lots, constant low-RPM chatter, and significantly more wear on your transmission internals. The springs in the 1620 disc exist specifically to absorb the engagement shock that would otherwise hammer your synchros and thrust bearings every single shift.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eIf there's any chance this car sees regular street driving, buy the sprung version (8022-1620).\u003c\/strong\u003e It holds the same power. It uses the same pressure plate. It costs less wear and tear on your transmission. The only thing you give up is a small amount of shift speed and disc weight, neither of which matters on the street.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho This Kit Is Actually For\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This kit makes sense in a narrow set of builds:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eTurbo D-series drag cars.\u003c\/strong\u003e You're running a built D16 or D15 on a big turbo making 300+ whp, the car lives at the strip, and you want the fastest possible shifts with maximum holding power. The lighter rigid disc complements the aggressive engagement you need for consistent launches, and you're not worried about transmission longevity because you rebuild between seasons anyway.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eTime attack or road course builds.\u003c\/strong\u003e You need maximum torque capacity and the fastest shifts you can get through a 20-minute session. The rigid disc's lighter weight helps the engine rev quicker between shifts, and the immediate engagement means zero power loss during gear changes. Chatter and comfort are irrelevant when you're on the clock.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBudget race builds where a twin disc isn't in the cards.\u003c\/strong\u003e A Competition Clutch twin disc holds more power and actually drives better on the street than a single rigid 6-puck, but it also costs significantly more. If you need race-level holding power on a single-disc budget, the 0620 gets you there.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDon't buy this for a street car.\u003c\/strong\u003e Even if you \"don't mind\" harsh engagement, the rigid disc accelerates wear on your transmission synchros, thrust bearings, and axles every time you shift. On D-series transmissions (which aren't exactly known for being bulletproof), that's asking for trouble. The sprung disc absorbs that shock. At the same power level and the same torque capacity, the sprung version protects your drivetrain better for street use.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003ePower Threshold: Do You Actually Need a Stage 4?\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The stock D-series clutch handles roughly 100-130 ft-lbs of torque depending on the engine. A 250% increase puts the Stage 4's holding capacity somewhere around 350+ ft-lbs, which covers builds well into the 300-400+ whp range on a turbocharged D-series.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eYour Power Level\u003c\/th\u003e\n        \u003cth\u003eWhat You Actually Need\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eStock to bolt-ons (under 150 whp)\u003c\/td\u003e\n        \u003ctd\u003eStock replacement or Stage 1. A 6-puck is absurd overkill here.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eMild turbo (150-200 whp)\u003c\/td\u003e\n        \u003ctd\u003eStage 2 full-face (8022-2100). Holds the power, drives like stock.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eModerate turbo (200-300 whp)\u003c\/td\u003e\n        \u003ctd\u003eStage 3 segmented ceramic (8022-2600). Best street\/strip balance.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eBig turbo (300-400+ whp), street driven\u003c\/td\u003e\n        \u003ctd\u003eStage 4 Sprung (8022-1620). Same holding power, livable pedal.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBig turbo (300-400+ whp), race only\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eStage 4 Rigid (8022-0620). This kit. Maximum shift speed, race use.\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e400+ whp or hard drag launches on slicks\u003c\/td\u003e\n        \u003ctd\u003eTwin disc. Single disc clutches are at their limit here.\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    If you're under 300 whp, you're overbuying. A Stage 3 full-face ceramic holds 150% more torque than stock, drives significantly better, and won't beat up your transmission. The only reason to step up to a Stage 4 is because a Stage 3 is slipping under boost, or you're building for a power level where it will.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat's in the Kit\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCompetition Clutch Performance Pressure Plate\u003c\/strong\u003e\u003cbr\u003e\n      1,500 lb clamping force. This is the same pressure plate used in the sprung (1620) version. Expect a noticeably heavier clutch pedal than stock. On hydraulic D-series cars, the hydraulic assist takes some edge off compared to cable-clutch applications, but you'll still feel the difference.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e6-Puck Rigid Ceramic Disc (0620 Series)\u003c\/strong\u003e\u003cbr\u003e\n      Six ceramic friction pads (12 total, both sides) on a solid, unsprung hub. No springs, no dampening, no progressive engagement. The ceramic material handles extreme heat well, which matters during sustained use at the track. The rigid hub is lighter than the sprung version, allowing faster shifts.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThrow-Out Bearing (Release Bearing)\u003c\/strong\u003e\u003cbr\u003e\n      Included. Always replace with a clutch swap. The 1,500 lb pressure plate puts more load on the TOB than stock.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003ePilot Bearing\u003c\/strong\u003e\u003cbr\u003e\n      Included. Replace it every time. Cheap part, expensive labor to get to later.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAlignment Tool\u003c\/strong\u003e\u003cbr\u003e\n      For centering the disc on the flywheel during installation.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eFlywheel is not included.\u003c\/strong\u003e If you're pulling the transmission for a clutch swap, replace or resurface the flywheel at the same time. For race applications with this rigid disc, the Competition Clutch ultra-lightweight flywheel (2-702-STU, 8.8 lbs) is the typical pairing. The lighter flywheel and lighter rigid disc together minimize rotational mass for the fastest possible revving and shifting. For a less aggressive setup, the CC lightweight (2-702-ST, 11.44 lbs) works fine.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat It's Actually Like to Drive\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The D-series community has been running rigid 6-puck setups in turbo builds for years. Here's what you're signing up for:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eEngagement is binary.\u003c\/strong\u003e There's no feathering a rigid 6-puck. The clutch is either engaged or it's not. You'll find a very narrow RPM window (a few hundred RPM) where the clutch engages cleanly from a stop. Below that, you stall. Above that, you lurch or chirp the tires. With practice, you'll calibrate your foot to that window, but it takes real concentration in traffic. One D-series builder described it as \"needing to drive the car, not just sit in it.\"\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eChatter is constant at low RPM.\u003c\/strong\u003e First and second gear at low speed will vibrate and rattle. This is normal for a rigid puck clutch. It's the ceramic pads contacting the flywheel surface without any spring dampening to smooth out the engagement pulses. It sounds worse than it is mechanically, but passengers will notice, and it never fully goes away.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eShifts are fast.\u003c\/strong\u003e This is the actual reason to buy a rigid disc. The lighter hub means your transmission's synchros can match shaft speed faster when you shift. Combined with the immediate engagement, gear changes happen quicker. On a drag car banging through gears at 8,000+ RPM, this translates to measurably faster runs. On the street at 3,500 RPM, you won't notice a difference from the sprung version.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eYour transmission takes a beating.\u003c\/strong\u003e Without springs to absorb engagement shock, every shift sends the full impact directly into the input shaft, synchros, and thrust bearings. D-series transmissions (S20, S40, S80, Y8) aren't built for this kind of abuse over tens of thousands of miles. On a race car that gets refreshed regularly, it doesn't matter. On a car you drive 15,000 miles a year in city traffic, you're shortening your transmission's life. The community consensus is clear: unsprung discs on D-series are fine for race cars where you replace the trans between seasons, and a bad idea for daily drivers.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBreak-in takes 300 miles.\u003c\/strong\u003e Drive gently. No hard launches, no aggressive shifts, no slipping the clutch. The ceramic pads need to bed into the flywheel. During break-in, the engagement will be especially harsh and inconsistent. It improves after the pads seat, but it never gets \"smooth\" in the way a full-face disc does.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The 8022 prefix designates D-series hydraulic clutch applications. This fits 1992-2005 Civic and 1993-1997 del Sol models with D15, D16, or D17 engines and factory hydraulic clutch systems.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eChassis\u003c\/th\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngines\u003c\/th\u003e\n        \u003cth\u003eTrims\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eEG\u003c\/td\u003e\n        \u003ctd\u003eHonda Civic\u003c\/td\u003e\n        \u003ctd\u003e1992-1995\u003c\/td\u003e\n        \u003ctd\u003eD15B7, D15B8, D15Z1, D16Z6\u003c\/td\u003e\n        \u003ctd\u003eCX, DX, EX, LX, Si, VX\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eEG\u003c\/td\u003e\n        \u003ctd\u003eHonda Civic del Sol\u003c\/td\u003e\n        \u003ctd\u003e1993-1997\u003c\/td\u003e\n        \u003ctd\u003eD15B7, D16Z6, D16Y8\u003c\/td\u003e\n        \u003ctd\u003eS, Si, VTEC\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eEK\u003c\/td\u003e\n        \u003ctd\u003eHonda Civic\u003c\/td\u003e\n        \u003ctd\u003e1996-2000\u003c\/td\u003e\n        \u003ctd\u003eD15Z1, D16Y5, D16Y7, D16Y8\u003c\/td\u003e\n        \u003ctd\u003eCX, DX, EX, HX, LX, Si\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eEM2\/ES1\u003c\/td\u003e\n        \u003ctd\u003eHonda Civic\u003c\/td\u003e\n        \u003ctd\u003e2001-2005\u003c\/td\u003e\n        \u003ctd\u003eD17A1, D17A2, D17A6, D17A7\u003c\/td\u003e\n        \u003ctd\u003eDX, EX, HX, LX, Value Package\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHybrid Racing SKU:\u003c\/strong\u003e COC-8022-0620\u003cbr\u003e\n    \u003cstrong\u003eManufacturer Part Number:\u003c\/strong\u003e 8022-0620\u003cbr\u003e\n    \u003cstrong\u003eSeries:\u003c\/strong\u003e Stage 4, Strip Series 0620 (Rigid\/Unsprung)\u003cbr\u003e\n    \u003cstrong\u003eDisc:\u003c\/strong\u003e 6-puck rigid ceramic, solid hub, 12 ceramic friction pads\u003cbr\u003e\n    \u003cstrong\u003eDisc Size:\u003c\/strong\u003e 212mm x 7\/8\" x 20 spline\u003cbr\u003e\n    \u003cstrong\u003ePressure Plate Load:\u003c\/strong\u003e 1,500 lbs\u003cbr\u003e\n    \u003cstrong\u003eTorque Capacity:\u003c\/strong\u003e Up to 250% increase over stock\u003cbr\u003e\n    \u003cstrong\u003eBreak-In:\u003c\/strong\u003e 300 miles minimum\u003cbr\u003e\n    \u003cstrong\u003eFlywheel:\u003c\/strong\u003e Not included. Sold separately.\u003cbr\u003e\n    \u003cstrong\u003eWarranty:\u003c\/strong\u003e 90 days from retail purchase through authorized dealer\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eThis Kit Does NOT Fit\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Despite what some fitment databases show, the 8022-0620 is exclusively for hydraulic D-series applications (1992-2005). It does \u003cstrong\u003enot\u003c\/strong\u003e fit:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e1988-1991 Civic or CRX (EF chassis):\u003c\/strong\u003e These use cable clutch actuation. You need the 8012 prefix for cable D-series applications.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2006-2011 Civic (8th gen):\u003c\/strong\u003e R18A or K20Z3 engine. Completely different clutch assembly.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2012+ Civic (9th, 10th, 11th gen):\u003c\/strong\u003e Different engines, different clutch. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eFK8 or FL5 Civic Type R:\u003c\/strong\u003e K20C1 engine. Different clutch assembly entirely.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAny B-series, K-series, or H-series swap:\u003c\/strong\u003e The clutch kit matches the transmission, not the chassis. If you've swapped in a non-D-series engine with its own transmission, you need the clutch kit that matches your swap trans.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation Notes\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace or resurface the flywheel.\u003c\/strong\u003e A glazed, heat-checked, or warped flywheel will prevent the ceramic pads from bedding properly and cause uneven engagement. If you're reusing the stock flywheel, have a machine shop resurface it before reinstalling. For race builds, pair this with the Competition Clutch ultra-lightweight flywheel (2-702-STU).\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace the throw-out bearing and pilot bearing every time.\u003c\/strong\u003e Both are included in this kit. The 1,500 lb pressure plate puts significantly more load on the TOB than stock. Don't gamble on reusing the old one.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCheck the rear main seal.\u003c\/strong\u003e Oil on the clutch friction surface causes slipping regardless of clamping force. Fix any leaks before installing a new clutch.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBleed the hydraulic system thoroughly.\u003c\/strong\u003e Air in the hydraulic line will make the engagement point inconsistent, which is already touchy on a rigid 6-puck. Fresh fluid, full bleed, no air bubbles.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e300-mile break-in is mandatory.\u003c\/strong\u003e Drive gently. Let the pads seat into the flywheel surface. The clutch will feel terrible during break-in. It doesn't get \"good\" afterward, but it does get consistent, which is what you need for repeatable launches.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eInspect your axles.\u003c\/strong\u003e The immediate engagement of a rigid disc sends shock loads through the drivetrain that a full-face or sprung disc would absorb. On turbocharged D-series builds making 300+ whp, stock axles are a weak point. Budget for upgraded axles if you're launching hard.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eCommon Questions\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eWhat's the difference between this (8022-0620) and the 8022-1620?\u003c\/strong\u003e\u003cbr\u003e\n    The disc. The 0620 has a rigid (unsprung) hub with no dampening springs. The 1620 has a sprung hub that cushions engagement. Both hold the same power. The rigid is lighter and shifts faster. The sprung is more livable and easier on your transmission. Same pressure plate in both kits.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCan I daily drive this?\u003c\/strong\u003e\u003cbr\u003e\n    Technically, yes. People have done it. But the community consensus on D-series forums is clear: unsprung 6-puck clutches on D-series transmissions are a bad combination for daily driving. The lack of dampening accelerates wear on synchros and thrust bearings. You'll stall more in traffic. First gear will chatter constantly. If this is your only car, get the sprung version (8022-1620). It holds the same power.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eI have a 1988-1991 EF Civic or CRX. Will this fit?\u003c\/strong\u003e\u003cbr\u003e\n    No. The EF chassis uses cable clutch actuation, not hydraulic. You need the 8012 prefix. The 8012-0620 would be the rigid Stage 4 for cable D-series, and the 8012-1620 would be the sprung version.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eI'm doing a B-series or K-series swap in my Civic. Will this work?\u003c\/strong\u003e\u003cbr\u003e\n    No. The clutch kit matches the transmission, not the car. If you've swapped in a B-series with a hydraulic B-series trans, you need the 8026 prefix. K-series swaps use completely different clutch assemblies (8037 prefix at Competition Clutch).\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eIs the Stage 5 (4-puck) even more aggressive than this?\u003c\/strong\u003e\u003cbr\u003e\n    Yes. The Stage 5 (1420 series) uses a 4-puck sprung disc. Fewer pucks means less friction surface area, which creates even more aggressive engagement per pad. It holds up to 300% more torque. It's also harder on clutch disc longevity because fewer pads share the load. For most D-series turbo builds, the 6-puck Stage 4 is the better balance of holding power and disc life.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eShould I go straight to a twin disc instead?\u003c\/strong\u003e\u003cbr\u003e\n    If your budget allows it and you're making 350+ whp, a twin disc is genuinely the better option. Competition Clutch's D-series twin disc actually drives more smoothly on the street than this single rigid 6-puck while holding more power. The twin disc uses two smaller, lighter discs with more total friction surface, which means each disc takes less abuse per shift. The trade-off is cost.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBuy this if:\u003c\/strong\u003e Your turbo D-series makes 300+ whp. The car is a dedicated drag, track, or time attack build. You prioritize shift speed and want the lightest possible clutch disc. You're comfortable rebuilding or replacing a D-series transmission periodically. You don't care about chatter, noise, or comfort because the car doesn't see traffic.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBuy the sprung version (8022-1620) instead if:\u003c\/strong\u003e You make the same power but drive the car on the street. You want the same holding capacity without beating up your transmission. You're not chasing tenths at the strip where shift speed matters.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBuy a Stage 3 instead if:\u003c\/strong\u003e Your build is under 300 whp. The Stage 3 segmented ceramic full-face (8022-2600) holds 150% more torque, drives significantly closer to stock, and won't chatter or rattle. For the vast majority of turbo D-series builds, it's the right choice.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDon't buy any Stage 4 if:\u003c\/strong\u003e Your car is stock or naturally aspirated with bolt-ons. The stock clutch handles NA power fine. Putting a 6-puck ceramic on a 100 hp D15 is all pain and zero gain.\n  \u003c\/p\u003e\n\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e1996-2000 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1992-1995 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic EX\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1993-1997 Honda Civic del Sol \u003c\/span\u003e\u003cbr\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813838483490,"sku":"COC-8022-0620","price":525.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360813.JPG?v=1770433820"},{"product_id":"competition-clutch-184mm-twin-disc-clutch-kit-for-acurahonda","title":"Competition Clutch 184mm Twin Disc Clutch Kit for Acura\/Honda","description":"\u003cul\u003e\n\u003cli\u003eSupports up to 1350 HP. \u003c\/li\u003e\n\u003cli\u003eAdvanced CAD\/CAM design technology. \u003c\/li\u003e\n\u003cli\u003eSelf-centering Power-V drive system. \u003c\/li\u003e\n\u003cli\u003eDirect bolt-in for easy installation. \u003c\/li\u003e\n\u003cli\u003eAssembled and tested in the USA. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\n  \u003ch2\u003eCompetition Clutch B-Series 184mm Twin Disc Ceramic Clutch Kit \u003c\/h2\u003e\n\n  \u003cp\u003e\n    This is Competition Clutch's 184mm (7.25\") twin disc ceramic clutch kit for B-series Hondas and Acuras with hydraulic clutch actuation. It fits 1994-2001 Acura Integra and 1994-1997 Honda del Sol VTEC. The kit includes a 4140 forged steel flywheel, two ceramic friction discs with a self-centering floater plate, a 6061 T6 aluminum cover, and a 6150 steel diaphragm. Previously sold as part number 4-8026-C.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Competition Clutch rates the 184 series twin disc at up to 1,350 hp. On B-series applications specifically, retailers and builders typically cite a realistic holding range of 500 to 1,200 whp depending on torque output and how hard you launch. For the vast majority of turbo B-series builds, this clutch won't be the limiting factor in your drivetrain.\n  \u003c\/p\u003e\n\n\n\u003csection\u003e\n  \u003ch2\u003eWhy a Twin Disc Instead of a Single\u003c\/h2\u003e\n\n  \u003cp\u003e\n    If you're shopping twin disc clutches, you've probably outgrown single-disc options or you're building for a power level where you will. Here's what a twin disc actually does differently, and why it matters on a B-series build.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    A single-disc clutch (even a Stage 4 or Stage 5 puck) has one friction surface clamped between the pressure plate and flywheel. To hold more power with a single disc, you need a stronger pressure plate (heavier pedal) and\/or more aggressive friction material (harsher engagement). Eventually you hit the ceiling: the pressure plate is so stiff your left leg cramps in traffic, and the ceramic pads grab so hard they shock-load your axles, synchros, and thrust bearings every shift.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    A twin disc splits that work across two friction surfaces and a floater plate. Two smaller discs sharing the load means each disc takes less abuse per engagement, less heat per launch, and less clamping force from the pressure plate. The result is a clutch that holds significantly more power while actually being easier on both your drivetrain and your left leg than a comparably-rated single disc. That's the whole point.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003e\u003c\/th\u003e\n        \u003cth\u003eSingle Disc (Stage 4\/5 Puck)\u003c\/th\u003e\n        \u003cth\u003eTwin Disc (This Kit)\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eFriction Surfaces\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e2 (one disc, two sides)\u003c\/td\u003e\n        \u003ctd\u003e4 (two discs, two sides each, plus floater plate)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003ePedal Effort\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHeavy (needs strong PP to hold power)\u003c\/td\u003e\n        \u003ctd\u003eLighter than you'd expect (load shared across surfaces)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eEngagement Feel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHarsh, on\/off, chattery\u003c\/td\u003e\n        \u003ctd\u003eStill aggressive but more progressive\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDrivetrain Shock\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHigh (all force through one disc)\u003c\/td\u003e\n        \u003ctd\u003eReduced (force distributed across two discs)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eHeat Management\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eOne disc absorbs all heat\u003c\/td\u003e\n        \u003ctd\u003eHeat split across two discs and floater plate\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eRotational Mass\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eDepends on disc size\u003c\/td\u003e\n        \u003ctd\u003e184mm discs are smaller and lighter than stock 215mm\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eRealistic Power Range (B-Series)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e250-500 whp depending on stage\u003c\/td\u003e\n        \u003ctd\u003e500-1,200 whp\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDaily Drivability\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eRough (puck) to moderate (full face)\u003c\/td\u003e\n        \u003ctd\u003eLivable with practice, better than most puck singles\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy 184mm Instead of 215mm\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Stock B-series clutch discs are 215mm (8.5\"). This kit uses 184mm (7.25\") discs. That might seem backwards for a clutch rated to hold 1,000+ whp, but the smaller diameter is intentional.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Smaller discs are lighter, which means less rotational mass. Less rotational mass means the engine revs faster between shifts and synchros have less inertia to overcome when you change gears. On a B-series drag car shifting at 8,500+ RPM, that translates to measurably quicker gear changes.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The trade-off with smaller discs is less friction surface area per disc. A twin disc solves that: two 184mm discs with a floater plate between them have more total friction surface than a single 215mm disc. You get the rev speed benefit of smaller, lighter discs and the holding power of increased surface area. It's the same reason race cars in other motorsports use multi-disc clutches with small-diameter discs rather than one giant disc.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat's in the Kit\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Unlike most single-disc clutch kits, this twin disc includes the flywheel. Everything you need is in the box:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e4140 Forged Steel Flywheel\u003c\/strong\u003e\u003cbr\u003e\n      Purpose-built for the twin disc assembly. This isn't a resurfaced OEM flywheel with adapter plates. It's a dedicated forged steel unit machined specifically for the 184mm twin disc cover. 4140 chromoly steel handles the heat cycles of ceramic friction material without warping.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eTwo Ceramic Friction Discs (184mm \/ 7.25\")\u003c\/strong\u003e\u003cbr\u003e\n      Unsprung, 6-puck configuration with ceramic friction pads. The ceramic material handles extreme heat better than organic or Kevlar compounds, which matters when you're launching hard or running sustained sessions. Each disc is lighter than a single stock-size disc.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eSelf-Centering Floater Plate (Power-V Drive System)\u003c\/strong\u003e\u003cbr\u003e\n      Sits between the two friction discs. Competition Clutch's Power-V drive system lets the floater plate self-center as it wears, evening out the clamping force across both discs. This means the two discs wear at roughly the same rate instead of one disc doing all the work while the other barely touches.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e6061 T6 Aluminum Cover with 6150 Steel Diaphragm\u003c\/strong\u003e\u003cbr\u003e\n      The aluminum cover keeps weight down while the 6150 steel diaphragm provides the clamping force. CNC machined.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eRelease Bearing, Pilot Bearing, Alignment Tool\u003c\/strong\u003e\u003cbr\u003e\n      All included. Replace both bearings every time you're in there.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat It's Actually Like to Drive\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The B-series community has run the CC twin disc for years in everything from weekend drag cars to daily-driven turbo Integras. Here's what the real-world feedback looks like, not marketing copy:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003ePedal feel is heavier than stock, but not brutal.\u003c\/strong\u003e Most owners describe pedal effort as roughly 2-3x stock. That's noticeably stiffer, but compared to a high-clamp-force single-disc setup (like a Stage 5 with an upgraded pressure plate), it's actually lighter. The twin disc design means the pressure plate doesn't need to be as aggressive to achieve the same holding power. Your left leg won't love stop-and-go traffic, but it won't cramp up either.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eEngagement is more on\/off than stock, but better than a single 6-puck.\u003c\/strong\u003e There's a narrow engagement zone where the clutch bites. Once you find it (takes a few days of driving), it becomes second nature. It's not the gradual, forgiving take-up of a stock clutch, but it's nowhere near the light-switch feel of an unsprung single puck. Multiple B-series owners say they'd \"never go back to a single disc for anything over 400 whp\" after running the CC twin.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eYou'll hear the floater plate.\u003c\/strong\u003e When you push the clutch pedal in, the floater plate between the two discs rattles. It makes a soft jingling or clinking sound. This is normal for every twin disc clutch ever made. It's not broken. Your passengers will think it is. It's most noticeable at idle with the clutch pedal depressed (like sitting at a red light). Some owners describe it as a \"soft jingle,\" others as a metallic clatter. It depends on how noise-sensitive you are.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCeramic engagement noise is real.\u003c\/strong\u003e The ceramic pads produce a distinct sound during engagement. Some people call it a shriek, others call it a chirp. It happens every time the clutch engages. In a loud exhaust car, you won't notice it. In a quiet interior at low speed, you will. This is the nature of ceramic friction material. Organic or Kevlar compounds are quieter but can't handle the same heat.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCan you daily drive it?\u003c\/strong\u003e Opinions split. Some B-series owners daily their CC twin with no complaints. Others call it miserable after a week of commuting. The honest answer: if your commute involves mostly highway driving and a few stoplights, it's fine. If you sit in stop-and-go traffic for 30+ minutes every day, the heavier pedal and the need to precisely hit the engagement point every time you creep forward will get old. It's more streetable than a single-disc Stage 4 or Stage 5 at the same power level, but it's still a race clutch with race clutch compromises.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhen a Twin Disc Makes Sense (And When It Doesn't)\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eYour Build\u003c\/th\u003e\n        \u003cth\u003eRecommendation\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eNA B-series, stock or bolt-ons (under 200 whp)\u003c\/td\u003e\n        \u003ctd\u003eStock replacement or Stage 2. A twin disc is massive overkill.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eMild turbo (200-350 whp), daily driven\u003c\/td\u003e\n        \u003ctd\u003eStage 3 or Stage 4 sprung single disc. Holds the power, easier to live with.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eModerate turbo (350-500 whp), street\/strip\u003c\/td\u003e\n        \u003ctd\u003eThis is where it gets interesting. A Stage 4 or Stage 5 single disc will hold this power but the pedal effort and engagement harshness increase significantly. The twin disc holds the same power with less pedal effort and less drivetrain shock. If budget allows, the twin disc is genuinely the better option here.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBig turbo (500-1,000+ whp), drag or track\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eThis is the twin disc sweet spot. Single discs are at their limit or past it. The twin disc handles the power without destroying your transmission every season.\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e1,000+ whp all-out race build\u003c\/td\u003e\n        \u003ctd\u003eConsider the triple disc (1848026-3) if you're regularly exceeding 1,000 whp and launching on slicks.\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    The real value of a twin disc isn't just holding power. It's holding power while being easier on your drivetrain than a single disc at the same level. Big-turbo B-series builds are already hard on transmissions, axles, and differentials. A twin disc reduces the shock loading that breaks those parts. Multiple builders have reported fewer broken axles and synchro failures after switching from heavy single-disc setups to the CC twin.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This is a B-series hydraulic clutch kit. The \"8026\" in the original part number (4-8026-C) designates B-series engines with hydraulic clutch actuation. It fits DC2\/DC4 Integras and del Sol VTEC models from 1994-2001.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eChassis\u003c\/th\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngines\u003c\/th\u003e\n        \u003cth\u003eTrims\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eDC2\/DC4\u003c\/td\u003e\n        \u003ctd\u003eAcura Integra\u003c\/td\u003e\n        \u003ctd\u003e1994-2001\u003c\/td\u003e\n        \u003ctd\u003eB18B1, B18C1, B18C5\u003c\/td\u003e\n        \u003ctd\u003eRS, LS, GS, GS-R, Type R, Special Edition\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eEG2\u003c\/td\u003e\n        \u003ctd\u003eHonda Civic del Sol\u003c\/td\u003e\n        \u003ctd\u003e1994-1997\u003c\/td\u003e\n        \u003ctd\u003eB16A3\u003c\/td\u003e\n        \u003ctd\u003eVTEC only\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDel Sol buyers: this only fits the VTEC model.\u003c\/strong\u003e The del Sol came in three trims: S (D15B7), Si (D16Z6), and VTEC (B16A3). Only the VTEC trim has a B-series engine. If your del Sol has a D15 or D16, this clutch does not fit. You need a D-series clutch kit (8022 prefix) instead.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eB-series swaps into other chassis (EG Civic, EK Civic, etc.):\u003c\/strong\u003e If you've swapped a B-series with a hydraulic B-series transmission into a Civic or other Honda, this clutch will work. The clutch matches the transmission, not the chassis. You do need a hydraulic B-series trans (S80, Y80, etc. with hydraulic slave cylinder).\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHybrid Racing SKU:\u003c\/strong\u003e COC-1848026-2\u003cbr\u003e\n    \u003cstrong\u003eManufacturer Part Number:\u003c\/strong\u003e 1848026-2 (formerly 4-8026-C)\u003cbr\u003e\n    \u003cstrong\u003eSeries:\u003c\/strong\u003e 184mm Full Race Twin Disc Ceramic\u003cbr\u003e\n    \u003cstrong\u003eDisc Size:\u003c\/strong\u003e 184mm (7.25\")\u003cbr\u003e\n    \u003cstrong\u003eDisc Type:\u003c\/strong\u003e Unsprung ceramic, 6-puck, two discs with floater plate\u003cbr\u003e\n    \u003cstrong\u003eFlywheel:\u003c\/strong\u003e 4140 forged steel (INCLUDED)\u003cbr\u003e\n    \u003cstrong\u003eCover:\u003c\/strong\u003e 6061 T6 aluminum\u003cbr\u003e\n    \u003cstrong\u003eDiaphragm:\u003c\/strong\u003e 6150 steel\u003cbr\u003e\n    \u003cstrong\u003ePower Rating:\u003c\/strong\u003e Up to 1,350 hp (CC marketing); 500-1,200 whp (application-dependent)\u003cbr\u003e\n    \u003cstrong\u003eClutch Actuation:\u003c\/strong\u003e Hydraulic\u003cbr\u003e\n    \u003cstrong\u003eMade in:\u003c\/strong\u003e Anaheim, California\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eThis Kit Does NOT Fit\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Several fitment tags on this product are incorrect. To be clear:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e1986-1989 Acura Integra (1st gen):\u003c\/strong\u003e Completely different generation. Different bellhousing bolt pattern, different clutch assembly. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e1990-1993 Acura Integra (DA):\u003c\/strong\u003e The DA Integra uses cable clutch actuation, not hydraulic. This kit is designed for hydraulic B-series transmissions (1994+ DC2\/DC4). If you have a 1990-1993 Integra with the factory cable clutch setup, this will not work without converting to a hydraulic clutch system.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2023-2024 Acura Integra (DE5):\u003c\/strong\u003e The new Integra uses an L15CA (1.5T) or K20C1 (Type S) engine. Completely different clutch assembly. Not even remotely compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eHonda del Sol S or Si:\u003c\/strong\u003e These trims have D-series engines (D15B7, D16Z6). This is a B-series clutch. Only the del Sol VTEC (B16A3) fits.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAny K-series or D-series swap:\u003c\/strong\u003e The clutch matches the transmission. If your car runs a K-series or D-series trans, you need the clutch kit for that trans.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation Notes\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThe flywheel is included and specific to this kit.\u003c\/strong\u003e You cannot reuse your OEM flywheel. The 184mm discs won't fit a standard 215mm B-series flywheel. The included 4140 forged flywheel is machined for the 184mm assembly. Install the flywheel that comes in the box.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eUse new flywheel bolts and apply the correct torque spec.\u003c\/strong\u003e Don't reuse old flywheel bolts on a build that makes this kind of power. ARP flywheel bolts are cheap insurance.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace the throw-out bearing and pilot bearing.\u003c\/strong\u003e Both are included. The pilot bearing in particular sees more stress with a twin disc because of the increased clamping force. Don't skip this.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCheck rear main seal before installing.\u003c\/strong\u003e Oil contamination on ceramic friction surfaces will cause slipping and uneven engagement. If there's any weep from the rear main, fix it now. Pulling a transmission twice because you didn't check a seal is a brutal waste of time.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBleed the hydraulic system completely.\u003c\/strong\u003e Air in the line will make the already-narrow engagement point even harder to find. Fresh DOT-rated fluid, full bleed, no shortcuts.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBreak-in: 500 miles gentle driving.\u003c\/strong\u003e No hard launches, no aggressive shifts, no sustained high-RPM driving. The ceramic pads need to bed into both disc surfaces and the floater plate. The clutch will feel inconsistent during break-in. It improves significantly after the pads seat.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eInspect your axles and transmission.\u003c\/strong\u003e If you're stepping up to a twin disc because you're making 500+ whp, your factory Integra axles are the next weak link. Budget for upgraded axles (Insane Shafts, Driveshaft Shop, etc.) unless you enjoy collecting at the starting line. Same goes for your transmission: at big-turbo power levels, factory synchros and thrust bearings have a limited lifespan regardless of clutch choice.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e184mm Series Lineup: Single, Twin, and Triple\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Competition Clutch offers the 184mm series for B-series in three configurations. All share the same 7.25\" disc size, ceramic friction material, and included flywheel. The difference is how many discs and how much power they hold.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003e\u003c\/th\u003e\n        \u003cth\u003e184mm Single (1848026-1)\u003c\/th\u003e\n        \u003cth\u003e184mm Twin (1848026-2) - This Kit\u003c\/th\u003e\n        \u003cth\u003e184mm Triple (1848026-3)\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDiscs\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e1\u003c\/td\u003e\n        \u003ctd\u003e2 + floater plate\u003c\/td\u003e\n        \u003ctd\u003e3 + 2 floater plates\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003ePower Rating\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eUp to 700 hp\u003c\/td\u003e\n        \u003ctd\u003eUp to 1,350 hp\u003c\/td\u003e\n        \u003ctd\u003eBeyond 1,350 hp\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBest For\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eModerate turbo, track builds\u003c\/td\u003e\n        \u003ctd\u003eBig turbo drag, time attack\u003c\/td\u003e\n        \u003ctd\u003eAll-out drag, Pro class\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eWeight\/Complexity\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eLightest, simplest\u003c\/td\u003e\n        \u003ctd\u003eModerate\u003c\/td\u003e\n        \u003ctd\u003eHeaviest, most components\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eCommon Questions\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDoes this include a flywheel?\u003c\/strong\u003e\u003cbr\u003e\n    Yes. A 4140 forged steel flywheel is included and required. You cannot use your OEM B-series flywheel with this kit because the 184mm disc assembly needs a specific flywheel machined for the smaller disc diameter.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eWhat's the old part number?\u003c\/strong\u003e\u003cbr\u003e\n    4-8026-C. Competition Clutch previously used A, B, and C power ratings for the twin disc. They've since consolidated to one rating (all are now the \"C\" spec). If you see 4-8026-A or 4-8026-B referenced in old forum posts, they no longer offer those. The 1848026-2 is the current equivalent.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eIs the CC twin disc better than a Stage 4 or Stage 5 single disc for my turbo Integra?\u003c\/strong\u003e\u003cbr\u003e\n    If you're over 350-400 whp, yes. The twin disc holds more power with less pedal effort, less engagement harshness, and less drivetrain shock than a single puck disc at the same power level. The trade-off is cost and the floater plate rattle. Multiple B-series builders on Honda-Tech and K20a.org have said they'd never go back to a single disc after running the CC twin above 400 whp.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHow does this compare to a Tilton twin disc?\u003c\/strong\u003e\u003cbr\u003e\n    Community feedback on B-series applications favors the CC twin disc over Tilton for streetability and longevity. Tilton twin discs tend to have harsher engagement (more on\/off) and shorter lifespan in street-driven applications. The CC is more forgiving at low RPM and wears more evenly thanks to the Power-V self-centering floater plate. Tilton is popular in dedicated race cars where comfort is irrelevant.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eWill this fit a B-series swap in my Civic?\u003c\/strong\u003e\u003cbr\u003e\n    Yes, as long as you're running a hydraulic B-series transmission (hydro slave cylinder setup). The clutch bolts to the flywheel and lives inside the bellhousing. It doesn't care what chassis the transmission is in.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eI have a 1990-1993 Integra (DA). Will this work?\u003c\/strong\u003e\u003cbr\u003e\n    Not without modification. The DA Integra uses cable clutch actuation. This kit is designed for hydraulic B-series transmissions (1994+ DC2\/DC4). You'd need to convert to a hydraulic clutch system first, which is a separate project involving a hydraulic master cylinder, slave cylinder, and line.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHow long does the twin disc last?\u003c\/strong\u003e\u003cbr\u003e\n    It depends entirely on how you drive. On a dedicated drag car that only sees the strip and the trailer, it can last multiple seasons. On a street-driven car where you're slipping the clutch in traffic regularly, the ceramic pads wear faster. The twin disc design does help longevity compared to a single disc at the same power level because the load is shared across four friction surfaces instead of two. Realistically, plan on inspecting the discs annually if you're daily driving at high power levels.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBuy this if:\u003c\/strong\u003e Your turbo B-series makes 400+ whp and you need a clutch that holds the power without destroying your leg in traffic. You're tired of single-disc Stage 4 or Stage 5 clutches breaking axles and synchros with their brutal engagement shock. You want the lightest rotating assembly possible for fast shifts. You're building a serious drag car or time attack car and need a clutch that won't be the weak link in the drivetrain.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDon't buy this if:\u003c\/strong\u003e Your B-series is naturally aspirated or mildly turbocharged under 350 whp. A Stage 2 or Stage 3 single disc holds that power, drives better, costs less, and doesn't rattle at stoplights. Spending $1,400 on a twin disc for a 200 whp GSR is like putting drag slicks on a car that never leaves the parking lot.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eConsider the 184mm single disc (1848026-1) instead if:\u003c\/strong\u003e You're making 350-700 whp and want the smaller 184mm disc diameter for rev speed and shift speed benefits, but don't need the twin disc's holding capacity. Same flywheel, same disc size, same concept, but with one disc instead of two. Rated to 700 hp, lighter, simpler, and less expensive.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e1994-2001 Acura Integra \u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1993-1997 Honda Civic del Sol\u003c\/span\u003e\u003cdiv\u003e\n\u003cspan class=\"tag\"\u003e\u003c\/span\u003e\u003cbr\u003e\u003cspan style=\"font-weight: bold;\"\u003eDel Sol buyers:\u003c\/span\u003e this only fits the VTEC model. The del Sol came in three trims: S (D15B7), Si (D16Z6), and VTEC (B16A3). Only the VTEC trim has a B-series engine. If your del Sol has a D15 or D16, this clutch does not fit. You need a D-series clutch kit (8022 prefix) instead. \u003c\/div\u003e\n\u003cdiv\u003e\u003cbr\u003e\u003c\/div\u003e\n\u003cdiv\u003e\n\u003cspan style=\"font-weight: bold;\"\u003eB-series swaps into other chassis (EG Civic, EK Civic, etc.)\u003c\/span\u003e: If you've swapped a B-series with a hydraulic B-series transmission into a Civic or other Honda, this clutch will work. The clutch matches the transmission, not the chassis. You do need a hydraulic B-series trans (S80, Y80, etc. with hydraulic slave cylinder).\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813844971554,"sku":"COC-1848026-2","price":1399.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31700047.PNG?v=1770434589"},{"product_id":"competition-clutch-twin-disc-ceramic-clutch-kit-for-honda","title":"Competition Clutch H-Series 184mm Twin Disc Ceramic Clutch","description":"\u003cul\u003e\n\u003cli\u003eHandles up to 1350 horsepower. \u003c\/li\u003e\n\u003cli\u003eSmooth engagement with micro finished material. \u003c\/li\u003e\n\u003cli\u003ePower-V drive system for longevity. \u003c\/li\u003e\n\u003cli\u003eDirect bolt-in fit for Honda H Series. \u003c\/li\u003e\n\u003cli\u003ePrecision CNC machined for durability. \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003csection\u003e\n  \u003ch2\u003eCompetition Clutch H-Series 184mm Twin Disc Ceramic Clutch Kit (1992-2002 Prelude, Accord \u0026amp; CL)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This is Competition Clutch's 184mm (7.25\") twin disc ceramic clutch kit for Honda H-series and F-series engines. It fits 1992-2001 Preludes (H22A, H22A1, H22A4, H23A1), 1990-2002 Accords (F22A, F22B, F23A), and 1997-1999 Acura CL (4-cylinder models only). The kit includes a 4140 forged steel flywheel, two ceramic friction discs with a self-centering floater plate, a 6061 T6 aluminum cover, and a 6150 steel diaphragm. Previously sold as part number 4-8014-C.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    Competition Clutch rates the 184 series twin disc at up to 1,350 hp. On H\/F-series applications, retailers and builders typically cite 500 to 1,200 whp depending on torque output and launch style. That's the realistic range. For most turbo H22 and F-series builds, this clutch won't be the weak link in your drivetrain.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy This Matters More on H-Series Than B-Series\u003c\/h2\u003e\n\n  \u003cp\u003e\n    H-series and F-series engines make significantly more torque per horsepower than B-series motors. A turbo H22 at 500 whp produces more torque than a turbo B18C at 500 whp because of the larger displacement (2.2L vs. 1.8L). Clutches care about torque, not horsepower. A clutch rated for \"600 hp on a B16\" might slip on an H22 making 500 whp because the H22's torque output is substantially higher at the same power level.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    This is why twin discs make sense at lower horsepower numbers on H-series builds compared to B-series. If you're building a turbo H22 Prelude or turbo F-series Accord, you'll reach the limits of a single-disc clutch sooner than you would on a B-series motor at the same whp number. The twin disc's ability to spread torque across four friction surfaces (two discs, two sides each) gives you a much larger safety margin on these higher-torque applications.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhy a Twin Disc Instead of a Single\u003c\/h2\u003e\n\n  \u003cp\u003e\n    A single-disc clutch has one friction surface clamped between the pressure plate and flywheel. To hold more power with a single disc, you need more clamping force (heavier pedal) and more aggressive friction material (harsher engagement). On H-series builds, that escalates fast because of the torque output. A Stage 4 or Stage 5 puck single disc rated for an H22 turbo build requires a pressure plate so stiff your left leg will hate you in traffic.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    A twin disc splits the work across two discs and a floater plate. Four friction surfaces instead of two. That means the pressure plate doesn't need to clamp as hard to hold the same torque, which translates to lighter pedal effort. Less shock per engagement, less heat per launch, and less stress on your synchros and axles every time you shift. On a Prelude H22 turbo car that still sees street duty, that's the real value of the twin disc: it holds big power without punishing you or your transmission to do it.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003e\u003c\/th\u003e\n        \u003cth\u003eSingle Disc (Stage 4\/5 Puck)\u003c\/th\u003e\n        \u003cth\u003eTwin Disc (This Kit)\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eFriction Surfaces\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e2 (one disc, two sides)\u003c\/td\u003e\n        \u003ctd\u003e4 (two discs, two sides each, plus floater plate)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003ePedal Effort\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHeavy (high-clamp PP needed)\u003c\/td\u003e\n        \u003ctd\u003eLighter than a comparably-rated single (load shared)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eEngagement Feel\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHarsh, on\/off (especially puck)\u003c\/td\u003e\n        \u003ctd\u003eStill aggressive but more progressive\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDrivetrain Shock\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eHigh (all force through one disc)\u003c\/td\u003e\n        \u003ctd\u003eReduced (distributed across two discs)\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eHeat Management\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eOne disc absorbs all heat\u003c\/td\u003e\n        \u003ctd\u003eHeat split across two discs and floater plate\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eRotational Mass\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eVaries by disc size\u003c\/td\u003e\n        \u003ctd\u003e184mm discs are smaller and lighter than stock 225mm\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eRealistic Holding (H\/F-Series)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e200-400+ whp depending on stage\u003c\/td\u003e\n        \u003ctd\u003e500-1,200 whp\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e\u003cbr\u003e\u003c\/h2\u003e\n\u003ch2\u003eWhy 184mm Discs Instead of Stock Size\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Stock H-series clutch discs are approximately 225mm (8.9\"). This kit uses 184mm (7.25\") discs. Smaller discs are lighter, which means less rotational inertia. The engine revs faster between shifts and the synchros have less mass to synchronize during gear changes. On an H22 revving to 8,000+ RPM with cams and a built head, quicker rev matching between gears adds up over a drag pass or a time attack session.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    The trade-off is that smaller discs have less friction surface per disc. The twin disc design compensates: two 184mm discs with a floater plate provide more total friction area than a single stock-size disc. You get the rev speed benefit of lighter, smaller discs and the holding power of increased total surface area.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e\u003cbr\u003e\u003c\/h2\u003e\n\u003ch2\u003eWhat's in the Kit\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This kit includes the flywheel. You don't reuse your OEM flywheel. Everything you need is in the box:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e4140 Forged Steel Flywheel\u003c\/strong\u003e\u003cbr\u003e\n      Dedicated to the 184mm twin disc assembly. The flywheel is the only component that differs between the H-series kit (1848014-2) and the B-series kit (1848026-2). The pressure plate, discs, floater plate, and cover are the same between both kits. If you're doing an H2B swap (H-series engine, B-series transmission), you need a different part number entirely: 4-80142-C.\n    \u003cbr\u003e\u003cbr\u003e\n\u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eTwo Ceramic Friction Discs (184mm \/ 7.25\")\u003c\/strong\u003e\u003cbr\u003e\n      Unsprung, 6-puck ceramic. The ceramic material handles extreme heat cycles better than organic or Kevlar compounds. Each disc is smaller and lighter than a single stock-size disc. 24-spline, 1-1\/32\" input shaft.\n    \u003cbr\u003e\u003cbr\u003e\n\u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eSelf-Centering Floater Plate (Power-V Drive System)\u003c\/strong\u003e\u003cbr\u003e\n      Sits between the two friction discs. Competition Clutch's Power-V design lets the floater plate self-center as it wears, distributing clamping force evenly across both discs. This means both discs wear at roughly the same rate.\n    \u003cbr\u003e\u003cbr\u003e\n\u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e6061 T6 Aluminum Cover with 6150 Steel Diaphragm\u003c\/strong\u003e\u003cbr\u003e\n      CNC machined. The aluminum cover keeps weight down while the steel diaphragm provides clamping force.\n    \u003cbr\u003e\u003cbr\u003e\n\u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThrowout Bearing, Pilot Bearing, Alignment Tool\u003c\/strong\u003e\u003cbr\u003e\n      All included. Push-type release. Replace both bearings every time.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhat It's Actually Like to Drive\u003c\/h2\u003e\n\n  \u003cp\u003e\n    The H-series and Prelude community has run the CC twin disc for years in turbo Preludes, turbo Accords, and drag builds. Here's the real feedback, not the marketing version:\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003ePedal effort is stiffer than stock, but not leg-day territory.\u003c\/strong\u003e Most owners describe it as roughly 2-3x stock pedal weight. That's noticeable. But compared to a single-disc Stage 4 or Stage 5 with a high-clamp pressure plate (which is what you'd need for the same power level on a single disc), it's actually lighter. One Honda-Tech H22 turbo owner reported switching from a high-clamp single to the CC twin and finding the pedal effort more manageable.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eEngagement is grabby but not a light switch.\u003c\/strong\u003e There's a narrow engagement zone. You'll stall it a few times the first day. Within a week, most owners have it dialed. It's more aggressive than stock but less violent than an unsprung single 6-puck. Forum consensus: \"once you figure out the grab point, it's fine.\"\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eFloater plate rattle.\u003c\/strong\u003e When you push the clutch pedal in, the floater plate between the two discs rattles. Every twin disc clutch does this. It sounds like something's loose. It's not. It's most noticeable sitting at a light with the clutch pedal down. Some call it a \"soft jingle,\" others call it annoying. It doesn't go away and it's not a defect.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCeramic engagement noise.\u003c\/strong\u003e The ceramic pads chirp or squeak during engagement, every time. In a turbo Prelude with a downpipe and an exhaust, you won't notice. In a quiet car at low speed, you will. This is the nature of ceramic friction material.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCan you daily it?\u003c\/strong\u003e The H22\/Prelude community is split the same way everyone else is on twin discs. One Honda-Tech user daily drove the CC twin on a turbo H22 making 382 whp\/260 wtq and called it \"a bit on the annoying side\" but functional. Another on PreludeOnline said they'd never go back to a single disc. If your commute is mostly highway with a few lights, it's livable. If you're crawling in stop-and-go for an hour, the heavier pedal and narrow engagement point will wear on you. It's more streetable than a single-disc puck at the same power level, but it's still a race-oriented clutch.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWhen a Twin Disc Makes Sense on an H\/F-Series Build\u003c\/h2\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eYour Build\u003c\/th\u003e\n        \u003cth\u003eRecommendation\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eNA H22 or F-series, stock or bolt-ons (under 220 whp)\u003c\/td\u003e\n        \u003ctd\u003eStock replacement or Stage 2. A $1,400 twin disc on a stock H22 Prelude is a waste of money.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eMild turbo H22 (220-350 whp), daily driven\u003c\/td\u003e\n        \u003ctd\u003eStage 3 full-face or Stage 4 sprung single disc. Holds the power, easier to live with daily.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eModerate turbo (350-500 whp), street\/strip\u003c\/td\u003e\n        \u003ctd\u003eThis is where the twin disc starts making real sense on H-series. Remember, H22 torque at 400 whp is substantially higher than B18 torque at 400 whp. A single disc Stage 4 is working hard at this level. The twin disc holds the same power with less pedal effort and less shock loading on your Prelude transmission.\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBig turbo (500-1,000+ whp), drag or track\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e\u003cstrong\u003eThe twin disc sweet spot for H-series. Single discs are at or past their limits. This is what this clutch was built for.\u003c\/strong\u003e\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e1,000+ whp all-out build\u003c\/td\u003e\n        \u003ctd\u003eConsider the 184mm triple disc (1848014-3) for sustained abuse at this power level.\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e\u003cbr\u003e\u003c\/h2\u003e\n\u003ch2\u003eVehicle Fitment\u003c\/h2\u003e\n\n  \u003cp\u003e\n    This kit fits Honda H-series and F-series engines using the factory H\/F-series transmission with push-type clutch actuation. The \"8014\" in the original part number (4-8014-C) designates the H\/F-series transmission family.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003eChassis\u003c\/th\u003e\n        \u003cth\u003eVehicle\u003c\/th\u003e\n        \u003cth\u003eYears\u003c\/th\u003e\n        \u003cth\u003eEngines\u003c\/th\u003e\n        \u003cth\u003eTrims\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eBB1\/BB4\u003c\/td\u003e\n        \u003ctd\u003eHonda Prelude\u003c\/td\u003e\n        \u003ctd\u003e1992-1996 (4th gen)\u003c\/td\u003e\n        \u003ctd\u003eH23A1, H22A1\u003c\/td\u003e\n        \u003ctd\u003eS, Si, Si 4WS, VTEC, SE\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eBB6\/BB8\u003c\/td\u003e\n        \u003ctd\u003eHonda Prelude\u003c\/td\u003e\n        \u003ctd\u003e1997-2001 (5th gen)\u003c\/td\u003e\n        \u003ctd\u003eH22A4\u003c\/td\u003e\n        \u003ctd\u003eBase, Type SH\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCB7\u003c\/td\u003e\n        \u003ctd\u003eHonda Accord\u003c\/td\u003e\n        \u003ctd\u003e1990-1993 (4th gen)\u003c\/td\u003e\n        \u003ctd\u003eF22A1, F22A4, F22A6\u003c\/td\u003e\n        \u003ctd\u003eManual trans models only\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCD5\/CD7\u003c\/td\u003e\n        \u003ctd\u003eHonda Accord\u003c\/td\u003e\n        \u003ctd\u003e1994-1997 (5th gen)\u003c\/td\u003e\n        \u003ctd\u003eF22B1, F22B2\u003c\/td\u003e\n        \u003ctd\u003eManual trans models only\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eCG\u003c\/td\u003e\n        \u003ctd\u003eHonda Accord\u003c\/td\u003e\n        \u003ctd\u003e1998-2002 (6th gen)\u003c\/td\u003e\n        \u003ctd\u003eF23A1, F23A4, F23A5\u003c\/td\u003e\n        \u003ctd\u003eManual trans, 4-cylinder only\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003eUA\u003c\/td\u003e\n        \u003ctd\u003eAcura CL\u003c\/td\u003e\n        \u003ctd\u003e1997-1999 (1st gen)\u003c\/td\u003e\n        \u003ctd\u003eF22B1, F23A1\u003c\/td\u003e\n        \u003ctd\u003e4-cylinder manual models only\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\n  \u003cp\u003e\u003cstrong\u003e\u003cbr\u003e\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\n    \u003cstrong\u003eAccord buyers:\u003c\/strong\u003e This fits 4-cylinder manual transmission Accords ONLY. If your Accord has a V6 (J-series), this clutch doesn't fit. The V6 Accords use a completely different transmission and clutch assembly.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eCL buyers:\u003c\/strong\u003e The 1997-1999 CL came in 4-cylinder (F22B1\/F23A1) and V6 (J30A1) versions. This clutch ONLY fits the 4-cylinder CL with manual transmission.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eH2B swaps:\u003c\/strong\u003e If you're running an H22 engine with a B-series transmission (H2B conversion), this kit does NOT fit. You need the H2B-specific twin disc, part number 4-80142-C. The H2B kit uses a different flywheel machined for the B-series transmission bellhousing. The pressure plate, discs, and cover are the same between the two kits. The flywheel is the only difference.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHybrid Racing SKU:\u003c\/strong\u003e COC-1848014-2\u003cbr\u003e\n    \u003cstrong\u003eManufacturer Part Number:\u003c\/strong\u003e 1848014-2 (formerly 4-8014-C)\u003cbr\u003e\n    \u003cstrong\u003eSeries:\u003c\/strong\u003e 184mm Full Race Twin Disc Ceramic\u003cbr\u003e\n    \u003cstrong\u003eDisc Size:\u003c\/strong\u003e 184mm (7.25\")\u003cbr\u003e\n    \u003cstrong\u003eDisc Spline:\u003c\/strong\u003e 24-spline, 1-1\/32\" input shaft\u003cbr\u003e\n    \u003cstrong\u003eDisc Type:\u003c\/strong\u003e Unsprung ceramic, 6-puck, two discs with floater plate\u003cbr\u003e\n    \u003cstrong\u003eFlywheel:\u003c\/strong\u003e 4140 forged steel (INCLUDED)\u003cbr\u003e\n    \u003cstrong\u003eCover:\u003c\/strong\u003e 6061 T6 aluminum\u003cbr\u003e\n    \u003cstrong\u003eDiaphragm:\u003c\/strong\u003e 6150 steel\u003cbr\u003e\n    \u003cstrong\u003eRelease Type:\u003c\/strong\u003e Push\u003cbr\u003e\n    \u003cstrong\u003ePower Rating:\u003c\/strong\u003e Up to 1,350 hp (CC marketing); 500-1,200 whp (application-dependent)\u003cbr\u003e\n    \u003cstrong\u003eMade in:\u003c\/strong\u003e Anaheim, California\u003cbr\u003e\n    \u003cstrong\u003eKit Weight:\u003c\/strong\u003e 21.9 lbs\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eThis Kit Does NOT Fit\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Several fitment tags on this product page are wrong. Here's what doesn't work and why:\n  \u003c\/p\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e1988-1991 Honda Prelude (3rd gen):\u003c\/strong\u003e The 3rd gen Prelude uses B20A and B21A engines. Completely different engine family, different bellhousing, different clutch assembly. This kit is for H-series and F-series engines only.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2003-2007 Honda Accord (7th gen):\u003c\/strong\u003e The 7th gen Accord switched to K24A4\/K24A8 engines with K-series transmissions. Completely different clutch. If you need a twin disc for a K24 Accord, you need a K-series clutch kit.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2008-2012 Honda Accord (8th gen):\u003c\/strong\u003e K24Z engine, K-series transmission. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2013-2017 Honda Accord (9th gen):\u003c\/strong\u003e K24W engine or CVT. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2018-2022 Honda Accord (10th gen):\u003c\/strong\u003e L15B7 turbo or K20C4 engine. Completely different platform. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2023-2024 Honda Accord (11th gen):\u003c\/strong\u003e L15T engine. No manual transmission is even offered. This tag makes no sense.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003e2001-2003 Acura CL (2nd gen):\u003c\/strong\u003e The 2nd gen CL is V6 only (J32A1\/J32A2). Different engine, different transmission, different clutch. Not compatible.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eAny H2B swap (H22 engine with B-series transmission):\u003c\/strong\u003e The flywheel in this kit is machined for the H\/F-series bellhousing. If you've converted to a B-series transmission, you need part number 4-80142-C, which uses the same discs and cover but with a B-series specific flywheel.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eInstallation Notes\u003c\/h2\u003e\n\n  \u003cul\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eThe flywheel is included. Do not reuse your OEM flywheel.\u003c\/strong\u003e The 184mm discs won't fit a stock H-series flywheel. The included 4140 forged steel flywheel is machined specifically for the 184mm assembly.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eUse new flywheel bolts.\u003c\/strong\u003e ARP flywheel bolts are cheap insurance on a build making this kind of power. Apply the correct torque spec.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eReplace both bearings.\u003c\/strong\u003e The throwout bearing and pilot bearing are included in the kit. Install them. The throwout bearing in particular sees more stress with a twin disc setup.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eCheck the rear main seal before you install.\u003c\/strong\u003e Oil on ceramic friction surfaces causes slipping and uneven wear. If the rear main is seeping at all, replace it now. Pulling the transmission twice because of a $15 seal is not a fun experience.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eInspect your Prelude transmission carefully.\u003c\/strong\u003e H-series transmissions (M2S4, M2A4, M2B4, M2U4, etc.) aren't known for being bulletproof at high power levels. If you're stepping up to a twin disc because you're making 400+ whp, the gears and synchros are now the next weak link. Many turbo Prelude builders pair this clutch with a built or reinforced transmission. Budget accordingly.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBleed the hydraulic system completely.\u003c\/strong\u003e Fresh fluid, full bleed, no air in the line. Air makes the already-narrow engagement point even harder to find.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003eBreak-in: 500 miles gentle driving.\u003c\/strong\u003e No hard launches, no aggressive shifts, no boosting. The ceramic pads need to bed into both disc surfaces and the floater plate. Engagement will feel inconsistent during break-in. It smooths out after the pads seat.\n    \u003c\/li\u003e\n    \u003cli\u003e\n      \u003cstrong\u003ePrelude Type SH note:\u003c\/strong\u003e The Type SH has Honda's ATTS (Active Torque Transfer System) on the front differential. This system adds complexity to the drivetrain. The twin disc clutch itself installs the same on SH and non-SH models, but if you're making big turbo power, verify that your ATTS unit can handle the torque. Many Prelude turbo builders delete or bypass ATTS above certain power levels.\n    \u003c\/li\u003e\n  \u003c\/ul\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e184mm Series Lineup: Single, Twin, and Triple\u003c\/h2\u003e\n\n  \u003cp\u003e\n    Competition Clutch offers the 184mm series for H\/F-series in three configurations. All share the same 7.25\" disc diameter, ceramic friction material, and included flywheel. The difference is the number of discs and the power capacity.\n  \u003c\/p\u003e\n\n  \u003ctable\u003e\n    \u003cthead\u003e\n      \u003ctr\u003e\n        \u003cth\u003e\u003c\/th\u003e\n        \u003cth\u003e184mm Single (1848014-1)\u003c\/th\u003e\n        \u003cth\u003e184mm Twin (1848014-2) - This Kit\u003c\/th\u003e\n        \u003cth\u003e184mm Triple (1848014-3)\u003c\/th\u003e\n      \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eDiscs\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003e1\u003c\/td\u003e\n        \u003ctd\u003e2 + floater plate\u003c\/td\u003e\n        \u003ctd\u003e3 + 2 floater plates\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003ePower Rating\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eUp to 700 hp\u003c\/td\u003e\n        \u003ctd\u003eUp to 1,350 hp\u003c\/td\u003e\n        \u003ctd\u003eBeyond 1,350 hp\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eBest For (H-Series)\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eModerate turbo, 300-500 whp track builds\u003c\/td\u003e\n        \u003ctd\u003eBig turbo drag, time attack, 500+ whp\u003c\/td\u003e\n        \u003ctd\u003eAll-out race, Pro class\u003c\/td\u003e\n      \u003c\/tr\u003e\n      \u003ctr\u003e\n        \u003ctd\u003e\u003cstrong\u003eWeight\/Complexity\u003c\/strong\u003e\u003c\/td\u003e\n        \u003ctd\u003eLightest, simplest\u003c\/td\u003e\n        \u003ctd\u003eModerate\u003c\/td\u003e\n        \u003ctd\u003eHeaviest, most components\u003c\/td\u003e\n      \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n  \u003c\/table\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003e\u003cbr\u003e\u003c\/h2\u003e\n\u003ch2\u003eCommon Questions\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDoes this include a flywheel?\u003c\/strong\u003e\u003cbr\u003e\n    Yes. A 4140 forged steel flywheel is included and required. You can't use your OEM H-series flywheel because the 184mm disc assembly needs a specific flywheel machined for the smaller disc diameter.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eWhat's the old part number?\u003c\/strong\u003e\u003cbr\u003e\n    4-8014-C. Competition Clutch previously offered A, B, and C power ratings. They've consolidated to one spec (all are now the \"C\" rating). The 1848014-2 is the current part number.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eWhat's the difference between this kit (1848014-2) and the B-series kit (1848026-2)?\u003c\/strong\u003e\u003cbr\u003e\n    The flywheel. That's it. The pressure plate assembly, discs, floater plate, and cover are identical between the H-series and B-series twin disc kits. The flywheel is machined for the respective engine's crankshaft bolt pattern and bellhousing interface.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eI'm doing an H2B swap. Can I use this kit?\u003c\/strong\u003e\u003cbr\u003e\n    No. The H2B swap puts an H-series engine on a B-series transmission. The flywheel in this kit is machined for the H-series bellhousing. You need the H2B-specific kit, part number 4-80142-C, which has the correct flywheel for a B-series bellhousing.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eMy turbo H22 makes 380 whp. Is the twin disc overkill?\u003c\/strong\u003e\u003cbr\u003e\n    A Honda-Tech user with a turbo H22 making 382 whp\/260 wtq on pump gas ran the CC twin and described it as \"completely overkill\" for that power level. At 380 whp, a Stage 3 or Stage 4 single disc will hold your power with less cost and better daily drivability. The twin disc really earns its keep starting around 450-500+ whp on H-series applications, where single discs are being pushed to their limits and the higher pedal effort of a heavy single starts becoming genuinely uncomfortable.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDo I need to upgrade my H-series transmission for this power level?\u003c\/strong\u003e\u003cbr\u003e\n    If you're shopping for a twin disc because you're making 500+ whp on a turbo H22, yes, you should be thinking about the transmission. Factory H-series gearboxes have known limits. The clutch will hold the power, but the gears, synchros, and differential behind it may not. Many turbo Prelude builders run rebuilt or reinforced H-series transmissions, or convert to stronger gearboxes. The twin disc reduces the shock loading that kills transmissions, which helps, but it can't make a stock gearbox hold 800 whp.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDoes this fit my V6 Accord or V6 CL?\u003c\/strong\u003e\u003cbr\u003e\n    No. V6 models (J-series engines) use a completely different transmission and clutch assembly. This kit is for 4-cylinder (H-series and F-series) models with manual transmission only.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eHow does the CC twin disc compare to the Action Clutch twin disc for H-series?\u003c\/strong\u003e\u003cbr\u003e\n    Action Clutch offers a 7.25\" twin disc for the H22\/H23 as well. The CC twin disc has a longer track record in the Honda community and the self-centering Power-V floater plate, which helps with even disc wear. Action Clutch uses sintered metallic discs rather than ceramic. Both are competent units. The CC twin is more established in the turbo Prelude scene specifically.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\n\u003csection\u003e\n  \u003ch2\u003eWho Should Buy This (And Who Shouldn't)\u003c\/h2\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eBuy this if:\u003c\/strong\u003e Your turbo H22, turbo H23, or turbo F-series build makes 450+ whp and you need a clutch that holds the power without destroying your left leg or shock-loading your already-stressed H-series transmission. You're building a dedicated drag car or time attack Prelude and want the lightest rotating assembly with the most holding capacity. You've already burned through a Stage 4 or Stage 5 single disc and need to step up.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eDon't buy this if:\u003c\/strong\u003e Your H22 Prelude or F-series Accord is naturally aspirated or mildly boosted under 350 whp. A Stage 2 or Stage 3 single disc holds that power, drives better, costs less, and doesn't rattle. Spending $1,400 on a twin disc for a bolt-on Prelude is serious overkill.\n  \u003c\/p\u003e\n\n  \u003cp\u003e\n    \u003cstrong\u003eConsider the 184mm single disc (1848014-1) instead if:\u003c\/strong\u003e You're in the 300-700 whp range and want the smaller 184mm disc diameter for reduced rotational mass, but don't need the twin disc's holding capacity. Same flywheel, same concept, one disc instead of two. Rated to 700 hp, lighter, simpler, less expensive.\n  \u003c\/p\u003e\n\u003c\/section\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cdiv\u003e\u003cdiv\u003e\u003cspan class=\"tag\"\u003e\u003cp\u003eThis kit fits Honda H-series and F-series engines using the factory H\/F-series transmission with push-type clutch actuation. The \"8014\" in the original part number (4-8014-C) designates the H\/F-series transmission family.\u003c\/p\u003e\n\u003ctable\u003e\n\u003cthead\u003e\u003ctr\u003e\n\u003cth\u003eChassis\u003c\/th\u003e\n\u003cth\u003eVehicle\u003c\/th\u003e\n\u003cth\u003eYears\u003c\/th\u003e\n\u003cth\u003eEngines\u003c\/th\u003e\n\u003cth\u003eTrims\u003c\/th\u003e\n\u003c\/tr\u003e\u003c\/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd\u003eBB1\/BB4\u003c\/td\u003e\n\u003ctd\u003eHonda Prelude\u003c\/td\u003e\n\u003ctd\u003e1992-1996 (4th gen)\u003c\/td\u003e\n\u003ctd\u003eH23A1, H22A1\u003c\/td\u003e\n\u003ctd\u003eS, Si, Si 4WS, VTEC, SE\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eBB6\/BB8\u003c\/td\u003e\n\u003ctd\u003eHonda Prelude\u003c\/td\u003e\n\u003ctd\u003e1997-2001 (5th gen)\u003c\/td\u003e\n\u003ctd\u003eH22A4\u003c\/td\u003e\n\u003ctd\u003eBase, Type SH\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eCB7\u003c\/td\u003e\n\u003ctd\u003eHonda Accord\u003c\/td\u003e\n\u003ctd\u003e1990-1993 (4th gen)\u003c\/td\u003e\n\u003ctd\u003eF22A1, F22A4, F22A6\u003c\/td\u003e\n\u003ctd\u003eManual trans models only\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eCD5\/CD7\u003c\/td\u003e\n\u003ctd\u003eHonda Accord\u003c\/td\u003e\n\u003ctd\u003e1994-1997 (5th gen)\u003c\/td\u003e\n\u003ctd\u003eF22B1, F22B2\u003c\/td\u003e\n\u003ctd\u003eManual trans models only\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eCG\u003c\/td\u003e\n\u003ctd\u003eHonda Accord\u003c\/td\u003e\n\u003ctd\u003e1998-2002 (6th gen)\u003c\/td\u003e\n\u003ctd\u003eF23A1, F23A4, F23A5\u003c\/td\u003e\n\u003ctd\u003eManual trans, 4-cylinder only\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eUA\u003c\/td\u003e\n\u003ctd\u003eAcura CL\u003c\/td\u003e\n\u003ctd\u003e1997-1999 (1st gen)\u003c\/td\u003e\n\u003ctd\u003eF22B1, F23A1\u003c\/td\u003e\n\u003ctd\u003e4-cylinder manual models only\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003cp\u003e\u003cspan style=\"font-weight: bolder;\"\u003eAccord buyers:\u003c\/span\u003e This fits 4-cylinder manual transmission Accords ONLY. If your Accord has a V6 (J-series), this clutch doesn't fit. The V6 Accords use a completely different transmission and clutch assembly.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-weight: bolder;\"\u003eCL buyers:\u003c\/span\u003e The 1997-1999 CL came in 4-cylinder (F22B1\/F23A1) and V6 (J30A1) versions. This clutch ONLY fits the 4-cylinder CL with manual transmission.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"font-weight: bolder;\"\u003eH2B swaps:\u003c\/span\u003e If you're running an H22 engine with a B-series transmission (H2B conversion), this kit does NOT fit. You need the H2B-specific twin disc, part number 4-80142-C. The H2B kit uses a different flywheel machined for the B-series transmission bellhousing. The pressure plate, discs, and cover are the same between the two kits. The flywheel is the only difference.\u003c\/p\u003e\n\u003c!--EndFragment--\u003e\u003c\/span\u003e\u003c\/div\u003e\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44813850443810,"sku":"COC-1848014-2","price":1399.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31700026.PNG?v=1770435537"},{"product_id":"competition-clutch-oe-replacement-kit-for-acura-integra","title":"Competition Clutch OE Replacement Clutch for B Series","description":"\u003cul\u003e\n\u003cli\u003eFits B Series Transmisisons \u003c\/li\u003e\n\u003cli\u003eSame Torque Capacity as OEM \u003c\/li\u003e\n\u003cli\u003eMaintains Original Pedal Feel \u003c\/li\u003e\n\u003cli\u003eDirect Replacement for Factory Clutch \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch OE Replacement Clutch - B Series\u003c\/h3\u003e\n\n\u003cp\u003eYour clutch is slipping and you just want your car to drive like it did when it was new. No heavy pedal, no grabby engagement, no drama. Just stock feel and stock torque capacity. The Competition Clutch OE replacement clutch is a factory-spec kit with an organic disc, stock-weight pressure plate, and all the hardware you need to bolt it in. It drives exactly like your factory clutch did when your car rolled off the lot. If you're on stock power or mild bolt-ons and your clutch is done, this is the one.\u003c\/p\u003e\n\n\u003ch4\u003eFactory Specs, Without the Dealer Markup\u003c\/h4\u003e\n\n\u003cp\u003eGenuine Honda and Acura OEM clutch kits are expensive, and you've got to order them through a dealer. Competition Clutch builds this kit to the same factory specs - same clamping force, same organic friction material, same engagement feel - but you're not paying dealer markup. If you want your Integra, Civic Si, Del Sol VTEC, or CR-V to drive like it did from the factory, this clutch gets you there. Pair it with a fresh flywheel resurface and you're done.\u003c\/p\u003e\n\n\u003ch4\u003eStock Power Only - Be Honest With Yourself\u003c\/h4\u003e\n\n\u003cp\u003eThis clutch handles factory B series torque and that's it. Running a stock B16A2, B16A3, B18B1, B18C1, or B18C5? You're fine. Running a turbo, supercharger, or anything making significantly more torque than stock? This clutch will slip and you'll be pulling the transmission again. Don't buy this for a modified car. Competition Clutch makes \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-stage-2-street-series-k20a2-a1-z3\"\u003eCompetition Clutch Stage 2 Street Clutch for K20A2\/Z1\/Z3\u003c\/a\u003e Stage 2, Stage 3, and Stage 4 clutches for cars with real power. This OE replacement is for daily drivers that need to feel normal again.\u003c\/p\u003e\n\n\u003ch4\u003e300-Mile Break-In - Don't Skip It\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch requires a 300-mile break-in on this clutch. Easy street driving only for the first 300 miles - no hard launches, no slipping the clutch under load, no track days. Skip the break-in and the friction material won't bed in properly. You'll get uneven engagement and premature wear, and you'll be right back to pulling the transmission sooner than you should. It's 300 miles of easy driving to protect a clutch you just paid to install. Follow the instructions that come in the box.\u003c\/p\u003e\n\n\u003ch4\u003eWhat's in the Box\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003ePressure plate (clutch cover)\u003c\/li\u003e\n  \u003cli\u003eOrganic clutch disc with sprung hub\u003c\/li\u003e\n  \u003cli\u003eThrowout bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003ePilot bushing\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1994-2001 Acura Integra GS, LS, RS, Special Edition (B18B1)\u003c\/li\u003e\n  \u003cli\u003e1994-2001 Acura Integra GS-R (B18C1)\u003c\/li\u003e\n  \u003cli\u003e1997-2001 Acura Integra Type R (B18C5)\u003c\/li\u003e\n  \u003cli\u003e1999-2000 Honda Civic Si EM1 (B16A2)\u003c\/li\u003e\n  \u003cli\u003e1994-1997 Honda Del Sol VTEC (B16A3)\u003c\/li\u003e\n  \u003cli\u003e1997-2001 Honda CR-V (B20B, B20Z)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eB16A2, B16A3 (Civic Si EM1, Del Sol VTEC)\u003c\/li\u003e\n  \u003cli\u003eB18B1 (Integra LS, RS, GS, Special Edition)\u003c\/li\u003e\n  \u003cli\u003eB18C1 (Integra GS-R)\u003c\/li\u003e\n  \u003cli\u003eB18C5 (Integra Type R)\u003c\/li\u003e\n  \u003cli\u003eB20B, B20Z (CR-V)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eImportant:\u003c\/strong\u003e Stock power only. If you're running a turbo, supercharger, built motor, or anything making significantly more torque than stock, this clutch will slip. Get a Stage 2 or higher instead. Resurface or replace your flywheel at install - don't reuse a worn, grooved, or heat-spotted flywheel or you'll trash the new disc. Manual transmission only. Follow the 300-mile break-in. Don't skip it.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cul\u003e\n  \u003cli\u003e1994-2001 Acura Integra GS \/ LS \/ RS \/ Special Edition (B18B1)\u003c\/li\u003e\n  \u003cli\u003e1994-2001 Acura Integra GS-R (B18C1)\u003c\/li\u003e\n  \u003cli\u003e1997-2001 Acura Integra Type R (B18C5)\u003c\/li\u003e\n  \u003cli\u003e1999-2000 Honda Civic Si (EM1) (B16A2)\u003c\/li\u003e\n  \u003cli\u003e1994-1997 Honda Del Sol VTEC (B16A3)\u003c\/li\u003e\n  \u003cli\u003e1997-2001 Honda CR-V (B20B \/ B20Z)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eCompatible Engines:\u003c\/strong\u003e B16A2, B16A3, B18B1, B18C1, B18C5, B20B, B20Z\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eManual transmission only.\u003c\/strong\u003e Resurface or replace flywheel at time of installation. Do not reuse a worn, grooved, or heat-spotted flywheel.\u003c\/p\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\u003ctable\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePart Number\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eCOC-8026-STOCK\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eClutch Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eOE Replacement\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eDisc Material\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eOrganic\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eHub Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eSprung\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePedal Feel\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eStock \/ OEM equivalent\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePower Handling\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eStock B series torque capacity only\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eBreak-In Period\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e300 miles (easy street driving, no hard launches)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eTransmission Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eManual only\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eCompatible Engines\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eB16A2, B16A3, B18B1, B18C1, B18C5, B20B, B20Z\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eFlywheel Requirement\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eResurface or replace at installation\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003cul\u003e\n  \u003cli\u003e(1) Pressure Plate (Clutch Cover)\u003c\/li\u003e\n  \u003cli\u003e(1) Clutch Disc - Organic with Sprung Hub\u003c\/li\u003e\n  \u003cli\u003e(1) Throwout Bearing (Release Bearing)\u003c\/li\u003e\n  \u003cli\u003e(1) Pilot Bushing\u003c\/li\u003e\n  \u003cli\u003e(1) Alignment Tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44949394915362,"sku":"COC-8026-STOCK","price":325.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360181.JPG?v=1775009651"},{"product_id":"competition-clutch-stage-15-clutch-kit-for-rsxcivic-si","title":"Competition Clutch Stage 1.5 Clutch for RSX\/06-11 Civic Si","description":"\u003cul\u003e\n\u003cli\u003e40-50% Increase in Torque Capacity \u003c\/li\u003e\n\u003cli\u003eMaintains Stock Pedal Feel \u003c\/li\u003e\n\u003cli\u003eCompatible with 02-06 RSX Type S and 06-11 Civic Si \u003c\/li\u003e\n\u003cli\u003eRequires COC-2-800ST Flywheel  \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 1.5 Clutch - 2002-2006 Acura RSX Type-S \/ 2006-2011 Honda Civic Si\u003c\/h3\u003e\n\n\u003cp\u003eYour stock clutch is slipping on your RSX Type-S or 8th gen Civic Si, and you don't want a stiff leg-day pedal every time you drive to work. That's exactly what the Competition Clutch Stage 1.5 solves. It gives you 40-50% more clamping force over the factory clutch and keeps the pedal feeling completely stock. Organic friction material means engagement is smooth - no chatter, no aggressive grab, nothing that'll make your passengers question your life choices.\u003c\/p\u003e\n\n\u003cp\u003eThis clutch is built for mildly modified K-series cars. We're talking intake, header, exhaust, and a tune. If that's your build, this is your clutch. If you're running a turbo or any kind of boost, stop here - you need a \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-stage-2-street-series-k20a2-a1-z3\"\u003eCompetition Clutch Stage 2 Street Clutch for K20A2\/Z1\/Z3\u003c\/a\u003e or higher. The Stage 1.5 will slip under serious power, and that's not a \"maybe\" - it's a guarantee.\u003c\/p\u003e\n\n\u003ch4\u003e40-50% More Torque Capacity, Same Pedal Feel\u003c\/h4\u003e\n\n\u003cp\u003eThe whole point of the Stage 1.5 is that you shouldn't have to choose between holding power and a livable daily driver. Most performance clutches jump straight from stock replacement to \"your left leg is now your strongest body part.\" Competition Clutch hits the middle ground here. The pressure plate clamps down harder, the organic disc keeps engagement predictable, and your daily commute doesn't turn into a workout. If your stock clutch is slipping under hard pulls in third gear, this fixes that. If it's not slipping yet, you don't need this - stick with an OE replacement and save your money.\u003c\/p\u003e\n\n\u003ch4\u003eBuilt for Bolt-Ons, Not Boost\u003c\/h4\u003e\n\n\u003cp\u003eBe honest with yourself about your build. This clutch handles naturally aspirated K20 bolt-ons without breaking a sweat. Pair it with something like the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/dc-sports-ceramic-coated-header-02-06-acura-rsx-type-s\"\u003eDC Sports Ceramic Coated Header for 02-06 Acura RSX Type-S\u003c\/a\u003e and a cat-back, throw a tune on it, and you're done. But the moment you add forced induction, you've outgrown it. A turbo or supercharger can push torque spikes way past what this pressure plate can hold, and a slipping clutch under boost does real damage fast. If you're going that route, look at the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-stage-2-street-series-k20a2-a1-z3\"\u003eCompetition Clutch Stage 2 Street Clutch for K20A2\/Z1\/Z3\u003c\/a\u003e or the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-twin-disc-k20a2-a3-z1-z3\"\u003eCompetition Clutch Rigid Twin Disc (K20A2\/A3\/Z1\/Z3)\u003c\/a\u003e for serious power levels.\u003c\/p\u003e\n\n\u003ch4\u003eCivic Si Owners: You Need the RSX Type-S Flywheel\u003c\/h4\u003e\n\n\u003cp\u003eIf you've got an 8th gen Civic Si, your factory flywheel won't work with this kit. You have to run the RSX Type-S flywheel. That's not a suggestion - the clutch physically won't fit correctly otherwise. Plan for that cost upfront. And regardless of which car you're on, resurface or replace your flywheel when you install a new clutch. Putting new friction material against a scored flywheel is a waste of your money and your time. Check out the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-light-steel-flywheel-k20a2-z1-z3\"\u003eCompetition Clutch Light Steel Flywheel for K20A2\/A3\/Z1\/Z3\u003c\/a\u003e or the \u003ca href=\"https:\/\/www.hybrid-racing.com\/products\/competition-clutch-forged-ultra-lightweight-steel-flywheel-k20a2-z1-z3\"\u003eCompetition Clutch Ultra-Light Flywheel for K20A2\/A3\/Z1\/Z3\u003c\/a\u003e to pair with this kit.\u003c\/p\u003e\n\n\u003ch4\u003eBreak It In or You'll Regret It\u003c\/h4\u003e\n\n\u003cp\u003e300 miles of easy driving before you beat on it. No hard launches, no slipping the clutch up a hill, no track days. The friction material needs to bed into the flywheel face evenly, and if you skip this step you'll end up with hot spots, inconsistent engagement, and a clutch that never holds the way it should. Follow the break-in sheet that comes in the box. It's there for a reason.\u003c\/p\u003e\n\n\u003ch4\u003eWhat's in the Box\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003ePerformance pressure plate - 40-50% more clamping force than stock\u003c\/li\u003e\n  \u003cli\u003eOrganic clutch disc with sprung hub - smooth, stock-like engagement\u003c\/li\u003e\n  \u003cli\u003eThrowout bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003ePilot bushing\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003e2002-2006 Acura RSX Type-S (K20A2, K20Z1 - manual transmission only)\u003c\/li\u003e\n  \u003cli\u003e2006-2011 Honda Civic Si (K20Z3 - manual transmission only)\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\u003cul\u003e\n  \u003cli\u003eK20A2 - 2002-2004 Acura RSX Type-S\u003c\/li\u003e\n  \u003cli\u003eK20Z1 - 2005-2006 Acura RSX Type-S\u003c\/li\u003e\n  \u003cli\u003eK20Z3 - 2006-2011 Honda Civic Si\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eImportant notes:\u003c\/strong\u003e Naturally aspirated bolt-ons only - no turbo, no supercharger. Civic Si requires the RSX Type-S flywheel (stock Civic Si flywheel is not compatible). Resurface or replace your flywheel at install. 300-mile break-in required - no hard launches or track use during break-in. Manual transmission only.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cp\u003e\u003cstrong\u003eConfirmed Fitment:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n  \u003cli\u003e2002-2006 Acura RSX Type-S (K20A2, K20Z1 - manual transmission only)\u003c\/li\u003e\n  \u003cli\u003e2006-2011 Honda Civic Si (K20Z3 - manual transmission only)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eImportant:\u003c\/strong\u003e 2006-2011 Honda Civic Si requires the RSX Type-S flywheel. The factory Civic Si flywheel is not compatible with this clutch kit.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNot compatible with:\u003c\/strong\u003e RSX Base model, Honda Accord, Acura TSX, Honda CR-V, Honda Element, or any non-Type-S RSX trim. Automatic transmission vehicles are not supported.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eNote on structured fitment data:\u003c\/strong\u003e This product does not fit the Acura TSX or Honda Accord. If those vehicles appear in your fitment database, they should be removed - this kit is for K20A2, K20Z1, and K20Z3 engines only.\u003c\/p\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\u003ctable\u003e\n  \u003ctbody\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePart Number\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eCOC-8037-1500\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eClutch Stage\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eStage 1.5\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eFriction Material\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eOrganic\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eDisc Type\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eSprung hub\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eClamping Force Increase\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e40-50% over stock\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003ePedal Feel\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eStock \/ unchanged\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eIntended Use\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eStreet - naturally aspirated bolt-on builds only\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eForced Induction Compatible\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eNo - Stage 2 or higher required for boosted applications\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eCompatible Engines\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eK20A2, K20Z1, K20Z3\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eTransmission\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eManual only\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eFlywheel Requirement\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003eRSX Type-S flywheel required for all applications (including Civic Si)\u003c\/td\u003e\n    \u003c\/tr\u003e\n    \u003ctr\u003e\n      \u003ctd\u003e\u003cstrong\u003eBreak-In Period\u003c\/strong\u003e\u003c\/td\u003e\n      \u003ctd\u003e300 miles - no hard launches or track use\u003c\/td\u003e\n    \u003c\/tr\u003e\n  \u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n\u003cul\u003e\n  \u003cli\u003e(1) Performance pressure plate - 40-50% more clamping force than stock\u003c\/li\u003e\n  \u003cli\u003e(1) Organic clutch disc with sprung hub - smooth, stock-like engagement\u003c\/li\u003e\n  \u003cli\u003e(1) Throwout bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003e(1) Pilot bushing\u003c\/li\u003e\n  \u003cli\u003e(1) Alignment tool\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44949435482146,"sku":"COC-8037-1500","price":365.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31360081.JPG?v=1775008739"},{"product_id":"competition-clutch-stage-3-d-series-clutch-kit-for-honda-civic","title":"Competition Clutch Stage 3 Clutch for Honda D Series","description":"\u003cul\u003e\n\u003cli\u003eSegmented Ceramic Material \u003c\/li\u003e\n\u003cli\u003eFitments for D15, D16, and D17 Transmissions \u003c\/li\u003e\n\u003cli\u003eHandles Up to 150% More Torque \u003c\/li\u003e\n\u003cli\u003eMore Aggressive Pedal Feel and Engagement \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#TechnicalData\"\u003eTechnical Data\u003c\/a\u003e\u003c\/li\u003e   \u003cli\u003e\u003ca href=\"#Included\"\u003eIncluded\u003c\/a\u003e\u003c\/li\u003e  \u003cli\u003e\u003ca href=\"#InstallGuide\"\u003eInstall Guide\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003eCompetition Clutch Stage 3 Clutch - Honda D Series\u003c\/h3\u003e\n\n\u003cp\u003eStock clutch slipping on your D series? The Competition Clutch Stage 3 clutch's got 150% more clamping force than the factory clutch. It's designed for turbocharged or high-compression naturally aspirated builds. The clutch disc uses segmented ceramic friction material, which holds way more torque than organic material but engagement's aggressive. The pedal's heavier than stock and the clutch grabs hard when you let it out. This isn't a daily driver clutch unless you're okay with a heavy pedal and grabby engagement. It's for cars making serious power that need a clutch that won't slip.\u003c\/p\u003e\n\n\u003ch4\u003e150% More Torque Capacity Than Stock\u003c\/h4\u003e\n\n\u003cp\u003eThe Stage 3 clutch's got 150% more clamping force than the factory clutch. That means it can hold way more torque before it starts slipping. If you're running a turbo setup or a built all-motor engine making serious power, this clutch holds where the factory clutch and Stage 1\/2 clutches slip. The higher clamping force comes from a stiffer performance pressure plate. You'll feel it in the pedal. It's way heavier than stock.\u003c\/p\u003e\n\n\u003ch4\u003eSegmented Ceramic Friction Material\u003c\/h4\u003e\n\n\u003cp\u003eThe clutch disc uses segmented ceramic friction material instead of organic material. Ceramic handles heat way better than organic material and it holds more torque. The downside is engagement's aggressive. The clutch grabs hard when you let it out, and there's not much slip zone. You're either in or you're out. If you're used to a stock clutch with smooth, progressive engagement, the Stage 3 feels abrupt. That's normal for ceramic clutches. The segmented design (the ceramic's in separate pucks instead of a full disc) helps reduce heat buildup and it makes the clutch slightly easier to modulate than a solid ceramic disc, but it's still way more aggressive than organic material.\u003c\/p\u003e\n\n\u003ch4\u003e300 Mile Break-In Period\u003c\/h4\u003e\n\n\u003cp\u003eCompetition Clutch recommends a 300-mile break-in period for this clutch. That means easy driving for the first 300 miles. No hard launches, no slipping the clutch under load, no track days. If you don't break it in properly, the clutch won't bed in right and you'll have issues with engagement and holding power. Follow the break-in instructions that come with the clutch.\u003c\/p\u003e\n\n\u003ch4\u003eWhat You Get\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eCompetition Clutch Stage 3 clutch kit\u003c\/li\u003e\n  \u003cli\u003ePerformance pressure plate (150% more clamping force than stock)\u003c\/li\u003e\n  \u003cli\u003eSegmented ceramic sprung disc\u003c\/li\u003e\n  \u003cli\u003eThrowout bearing (release bearing)\u003c\/li\u003e\n  \u003cli\u003ePilot bearing\u003c\/li\u003e\n  \u003cli\u003eAlignment tool\u003c\/li\u003e\n  \u003cli\u003e90-day warranty\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFits Your Car\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003e1992-1995 Honda Civic CX\/DX\/EX\/LX\/VX\u003c\/li\u003e\n\u003cli\u003e1992-1995 Honda Civic Si\u003c\/li\u003e\n\u003cli\u003e1996-2000 Honda Civic DX\/EX\/LX\u003c\/li\u003e\n\u003cli\u003e2001-2005 Honda Civic DX\/EX\/LX\u003c\/li\u003e\n\u003cli\u003e1993-1997 Honda Del Sol S\/Si\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eCompatible Engines\u003c\/h4\u003e\n\n\u003cul\u003e\n  \u003cli\u003eD15, D16, D17\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003cp\u003e\u003cstrong\u003eNote:\u003c\/strong\u003e This clutch is for turbocharged or high-horsepower naturally aspirated builds. It's not for stock power daily drivers. The pedal's way heavier than stock and engagement's aggressive. If you're running stock power or mild bolt-ons and you want smooth engagement, get a Stage 1 or 2 clutch. If you're making serious power and you need a clutch that won't slip, this Stage 3 holds. Break in the clutch properly. 300 miles easy driving minimum. No hard launches or track days during break-in. Resurface or replace your flywheel when you're installing a new clutch. Manual transmission only.\u003c\/p\u003e\n\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cspan class=\"tag\"\u003e\u003c!--StartFragment--\u003e1992-1995 Honda Civic CX\/DX\/EX\/LX\/VS\/Si\u003c\/span\u003e\u003cdiv\u003e\n\u003cspan class=\"tag\"\u003e1996-2000 Honda Civic DX\/EX\/LX\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e2001-2005 Honda Civic DX\/EX\/LX\u003c\/span\u003e\u003cbr\u003e\u003cspan class=\"tag\"\u003e1993-1997 Honda Del Sol S\/Si\u003c\/span\u003e\u003cbr\u003e\n\u003c\/div\u003e \n\u003c\/li\u003e\n\n\n\n\n\u003cli id=\"TechnicalData\"\u003e\n\n\u003c\/li\u003e\n\n\n\n \n\u003cli id=\"Included\"\u003e\n(1) Pressure Plate\u003cdiv\u003e(1) Clutch Disc\u003c\/div\u003e\n\u003cdiv\u003e(1) Alignment Tool\u003c\/div\u003e\n\u003cdiv\u003e(1) Throw Out Bearing\u003c\/div\u003e\n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\u003cli id=\"InstallGuide\"\u003e\n\n\u003c\/li\u003e\n\n\n\u003c\/ul\u003e\n","brand":"Competition Clutch","offers":[{"title":"Default Title","offer_id":44980620296226,"sku":"COC-8022-2600","price":425.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/31361116.JPG?v=1772829669"}],"url":"https:\/\/www.hybrid-racing.com\/collections\/competition-clutch\/2002-2006-acura-rsx-base.oembed","provider":"Hybrid Racing","version":"1.0","type":"link"}