Clutch Masters FX100 Clutch for CL/04-06 TL/03-06 Accord V6

Clutch Masters FX100 Clutch Kit - 2001-2003 Acura CL, 2004-2006 Acura TL & 2003-2006 Honda Accord V6

Pop the hood, put it in neutral, let it idle, and listen. Hear that marbles-in-a-coffee-can rattle that goes quiet the second you push the clutch in? Half the guys who own these cars have already Googled that sound at midnight wondering if their transmission is dying. It isn't. That's the dual-mass flywheel coming apart from the inside, and on a J-series manual it's not a matter of if. So if you're in here for a clutch anyway, you're about to solve two problems at once, and this Clutch Masters FX100 is how you do it right.

You're Replacing The Flywheel Too, And You Want To

Let's get the technical part out of the way first. Your car came with a dual-mass flywheel running a rigid, non-sprung disc. This FX100 uses a sprung disc, which only lives on a single-mass flywheel, so your factory dual-mass has to come out. The one you need is Clutch Masters FW-028-AL, sold separately.

Now here's why that's good news instead of an extra line on the invoice. A dual-mass flywheel is two flywheels with springs sandwiched between them, and Honda put it there to hush the driveline. Those springs are consumable. They wear, they rattle (that's your coffee can), and when one finally lets go it can take parts with it. Replacing it with another dual-mass means paying dearly to start the same clock over. A single-mass unit is one piece of metal, so there's nothing inside it to fail, ever. The sprung disc in this clutch picks up the dampening job the dual-mass was doing, which is exactly why Clutch Masters pairs them that way. You end up with a setup that's simpler, lighter, and doesn't have an expiration date.

What A Locked-Down Drivetrain Does For A J-Series

Here's something specific to these cars that nobody mentions. The J-series makes a pile of torque low in the rev range and sends it through the front wheels, and you already know what that feels like when you get on it in second, the wheel gets light and the car wants to pick a lane for you. A slipping, worn-out clutch and a floppy dual-mass make that worse, because everything in the driveline is winding up and letting go instead of just transmitting power. Tightening up the clutch and losing the dual-mass won't cure torque steer, no clutch will, but it does make the car's behavior honest and repeatable. Power goes down cleanly instead of arriving in a lurch. On a car like this, predictable is worth a lot.

Who Should Actually Buy This

Be honest with yourself about the car in your driveway. If it's got an intake and an exhaust and you drive it to work, this clutch is genuinely built for you, that's the whole design brief of the FX100. It's got about 70% more holding capacity than stock, which is plenty for bolt-ons plus a modest shot of nitrous, and it won't punish you the way a puck clutch would. If you're boosting a J-series, and some of you are, keep climbing the FX ladder, because you'll cook this one. And if your car is bone stock with a healthy clutch and no rattle, honestly? Save your money until something actually needs replacing.

It Grabs Harder And You'll Barely Notice

The extra clamp comes from the Power Plus I heavy-duty pressure plate, and the thing Clutch Masters gets right is that they got there without turning your left leg into a workout. Pedal effort is a hair above stock, that's it. The disc is steel-backed organic with a Marcel spring wafer sandwiched between the friction faces, and that little wafer is the whole reason this thing is livable, it compresses slightly as the clutch takes up, so engagement rolls in instead of slamming. You get a clutch that holds real power and still lets you creep through a drive-thru without embarrassing yourself.

While You're In There

Real talk: pulling the transaxle on one of these is a whole Saturday, and it's not a job you want to do twice. So while it's out, do the stuff you can only reach right now. Look hard at the rear main seal, if it's weeping even a little, replace it, because oil on a fresh clutch disc means you're doing all of this again. Same story with the pilot bearing and the throwout bearing, both are in this kit, so use them, don't reuse your old ones to save twenty minutes. And take a look at your axles and mounts while you've got the view, worn mounts on a J-series will beat up your brand new clutch.

What's In The Kit

• Power Plus I heavy-duty pressure plate
• Heavy-duty steel-backed organic disc with a Marcel spring wafer
• OEM-or-better release bearing
• Pilot bearing (when applicable)
• Alignment tool, instruction card, and decals
• Single-mass flywheel FW-028-AL required, sold separately

Fits These Cars

• 2001-2003 Acura CL (3.2L, manual)
• 2004-2006 Acura TL (3.2L, manual)
• 2003-2006 Honda Accord V6 (3.0L, manual)

Note: Requires Clutch Masters single-mass flywheel FW-028-AL, sold separately. Will not work with the factory dual-mass flywheel. Clutch life is affected by installation, driving style, added performance, break-in procedure, and lightweight flywheels, and is not guaranteed. One clutch kit per order.