Competition Clutch Lightweight Flywheel for D Series

Competition Clutch Lightweight Steel Flywheel - Honda D Series Civic/CRX/Del Sol (2-702-ST)

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 your stock D-series flywheel (around 18 lbs), which is about a 36% cut in rotating mass. You'll feel it the first time you blip the throttle: the engine revs up quicker, drops faster between shifts, and the whole car feels more awake and responsive. But here's the smart part, because CC held the weight at 11.44 lbs instead of shaving it down to nothing, you won't fight it in traffic or stall at every light the way you would with a 7 to 8 lb aluminum flywheel. You get the response without the headache.

ST Or STU? Make Sure You're On The Right Page

Quick gut-check before you buy. This page is the ST flywheel, built for street cars, naturally aspirated builds, and daily drivers who want a real, noticeable improvement without giving up livability. If you're building a turbo D-series or a dedicated track car, you want the Competition Clutch Ultra Lightweight (STU) instead, that one's 8.8 lbs and made for forced induction and racing where you want maximum spool and the least inertia possible. Naturally aspirated and driving on the street? The ST is your flywheel. Turbo or track-only? Go look at the STU.

What 11.44 lbs Actually Feels Like

The D-series crowd has been running lightweight flywheels for over two decades, and the consensus is pretty settled: 11 to 12 lbs is the sweet spot for a daily-driven Civic. Here's what you can actually expect from this one.

Faster revs, faster drops. With 36% less rotating mass, the engine spins up noticeably quicker when you get on it and falls just as fast when you lift. You'll feel it most when you're rev-matching on downshifts or blipping the throttle between gears. It makes the whole drivetrain feel sharper and more connected to your right foot.

A little more attention down low. Compared to the stock 18 lb flywheel, there's less inertia keeping the engine spinning at idle and low RPM, so you'll want to be a touch more deliberate with the clutch off the line, especially in first. It's not the "I'm going to stall this constantly" experience people warn you about with 7 to 8 lb aluminum flywheels. It's more like the car just reminds you it's not stock anymore. Give it a day or two and you won't even think about it.

Great for autocross and road course. Less inertia means the engine changes speed faster, which is exactly what you want when you're hard on the gas and the brakes through a course. You'll notice quicker transitions and crisper throttle response in the mid-range.

Not the move for drag racing. Worth being straight about. Lighter flywheels hurt your 60-foot times because there's less stored energy to launch with off the line. One D-series racer went from a 1.99 to around 2.12 to 2.16 in the 60-foot after dropping from 18 lbs to 12.5 lbs. If your car's a dedicated drag car, keep the stock flywheel weight. If your driving involves corners, the lighter flywheel wins every time.

How It Stacks Up Against The Other D-Series Flywheels

The CC ST lands right between the ACT Streetlite and the CC STU. It's half a pound lighter than the ACT, which you'll never feel in the seat, and both sit in that 11 to 12 lb range the D-series community has landed on as the best balance of response and drivability. So the real decision here is ST versus STU: naturally aspirated street car, get the ST. Turbo or track-only, get the STU.

Built As One Piece, So It Stays Together

This is 4140 forged steel in a one-piece design, and that matters more than it sounds. Cheaper flywheels use a two-piece setup with a separate ring gear pressed onto the body, and over time, especially under the heat of aggressive clutch engagement, that ring gear can shift or separate. The one-piece forged design takes that risk off the table completely. The friction surface is part of the body too, which means more even heat transfer and far less chance of warping under hard use.

It's also SFI 1.1 certified, so if you're running a sanctioned event that requires SFI-rated drivetrain parts, this meets the spec. Most street drivers won't ever need that certification, but it's a good sign the part's been tested to take sustained high-RPM abuse without letting go. And because it's solid steel, it's fully resurfaceable, any machine shop can cut the friction surface clean when you swap clutches down the road. Unlike an aluminum flywheel that needs a new steel insert when it wears, this one should outlast several clutch changes.

What Clutch To Run With It

Competition Clutch recommends the ST flywheel with their Gravity, Stage 1, and Stage 2 kits. Those are full-face disc clutches with smooth engagement that pair naturally with the ST's moderate weight. Can you bolt a Stage 3 or Stage 4 puck clutch to it? Yes, it's physically compatible with every Competition Clutch D-series kit and most other aftermarket D-series clutches. But if you're running a Stage 3 or higher, you're probably making enough power that the STU's faster spool would serve you better, and you've already accepted the trade-offs of an aggressive puck disc. For a naturally aspirated D16 or D15 with a bolt-on build, the ST paired with a Stage 1 or Stage 2 is a fantastic combo, it sharpens the car up without making it a pain in traffic.

Fits These Cars (D-Series SOHC Only)

This flywheel fits D-series SOHC engines (D15, D16, D17) only. It will not fit B-series, K-series, H-series, or any DOHC engine. If you've got a 2002-2005 Civic Si (K20A3) or an RSX, those take a K-series flywheel. If you've got a 1999-2000 Civic Si (B16A2), that takes a B-series flywheel. This is a D-series SOHC flywheel, period, so confirm your engine before you order.

Installation Notes

Do the clutch at the same time. You're already pulling the transmission to reach the flywheel, so install a fresh clutch disc, pressure plate, throw-out bearing, and pilot bearing while it's all apart. Doing the flywheel alone and reusing an old clutch is just throwing away labor.

Torque the flywheel bolts to spec. D-series flywheel bolts go to 76 ft-lbs per the Honda service manual. Use new bolts if the old ones show any sign of stretching, and check your clutch manufacturer's instructions on whether to use threadlocker.

Check the rear main seal while you're in there. Oil on the flywheel friction surface means a slipping clutch no matter how good the clutch is. If your rear main is seeping, now's the time to replace it, you'll never have easier access.

Break it in. Drive gently for the first 300 to 500 miles, no hard launches and no high-RPM clutch drops, and let the new clutch disc bed into the fresh flywheel surface.

1988-1989 Civic/CRX owners, read this: some 88-89 models may need a 1990-and-up clutch kit to fit properly with aftermarket flywheels, so verify your clutch disc spline count and diameter before ordering.

Who Should Buy This, And Who Shouldn't

This flywheel's built for you if: you're running a daily-driven Civic, CRX, or Del Sol with a D-series engine, a naturally aspirated bolt-on build, or an autocross or road course car where throttle response matters more than launch consistency. Basically, if you want a noticeable upgrade in how the car revs without making it annoying to drive every day, this is it.

Look at the STU instead if: you're running a turbo D-series and want faster spool, building a dedicated track car, running a Stage 3 or higher clutch, or you've driven a light flywheel before and know you're fine with the reduced inertia down low.

Keep your stock flywheel if: your car's a dedicated drag car where 60-foot times are everything, you don't want anything about the low-speed driving to change, or you're just replacing a clutch on a bone-stock commuter and want it to feel exactly like factory.

What You Get

• Competition Clutch ST lightweight flywheel (part 2-702-ST) for Honda D-series SOHC engines
• 11.44 lbs, roughly 36% lighter than the stock D-series flywheel
• 4140 forged steel, one-piece construction
• SFI 1.1 certified
• Resurfaceable, outlasts multiple clutch changes
• Compatible with all D-series clutch assemblies (stock and aftermarket)
• Recommended with Gravity, Stage 1, and Stage 2 clutch kits
• Flywheel only, clutch kit sold separately

Specs

• Competition Clutch part number: 2-702-ST
• Weight: 11.44 lbs
• Material: 4140 forged steel, one-piece construction
• Certification: SFI 1.1
• Resurfaceable: Yes
• Engine compatibility: D15, D16, D17 SOHC
• Clutch compatibility: all D-series clutch assemblies, stock and aftermarket

Note: Competition Clutch ST lightweight steel flywheel, part number 2-702-ST, for Honda D-series SOHC engines (D15, D16, D17). Weighs 11.44 lbs, about 36% lighter than the roughly 18 lb stock flywheel, for quicker revs and sharper throttle response while staying livable as a daily driver. Built from 4140 forged steel in a one-piece design, SFI 1.1 certified, and fully resurfaceable. For turbo or track-only builds, see the lighter STU version (8.8 lbs, part 2-702-STU). Compatible with all D-series clutch assemblies and recommended with Gravity, Stage 1, and Stage 2 clutch kits. Fits the 1988-1991 Civic and CRX (EF), 1992-1995 Civic (EG), 1993-1997 Civic del Sol (EG/EH), 1996-2000 Civic (EK), and 2001-2005 Civic DX/LX/EX/HX (EM/ES) with D-series SOHC engines. Does not fit B-series, K-series, H-series, or any DOHC engine. Flywheel bolts torque to 76 ft-lbs, and a 300 to 500 mile gentle break-in is recommended. This is the flywheel only; clutch kit sold separately. One flywheel per order.