Competition Clutch 184mm K-Series Kit

Competition Clutch 184mm K-Series Kit

Boost a K20A2 RSX or a built K24 past what a single disc can hold and you're done with street plates. They get so stiff your left leg hates traffic, and a puck disc still slips when you launch on slicks. The Competition Clutch 184mm K-series kit, part numbers 1848037-D1, 1848037-D2, and 1848037-D3, is the dual-diaphragm race answer for K20 and K24 manuals that need more clamp in a 184mm (7.25 inch) ceramic stack. Competition Clutch rates the single at 700 hp, the twin at 1,350 hp, and the triple at 2,000 hp, per manufacturer. Dual diaphragm doesn't raise those numbers, and every kit includes a Chromoly flywheel.

What It Is and Why It Works

You're buying extra clamp in the same disc-count package, not a higher published rating. D1, D2, and D3 still carry 700, 1,350, and 2,000 hp per manufacturer, matching the standard 1848037 kits. Dual diaphragm is Competition Clutch's heavier cover for high-boost K20 and K24 work. The 184mm ceramic stack cuts rotating mass versus a stock-diameter disc, so a built K20Z3 picks up rpm between shifts.

Every kit includes a Chromoly flywheel. You can't reuse an OEM K-series flywheel on this diameter. Twin and triple kits use the Power-V drive so floater plates self-center. Discs are ceramic. Competition Clutch builds these in Anaheim, CA. Dual-diaphragm pages don't publish a spec table listing a throwout bearing, pilot bushing, or alignment tool, so we're not inventing those pieces for the D box. One D1 page mentions street builds. That phrase isn't a license to call the 184 Series street-friendly.

The trade-off is the usual race-clutch deal. Ceramic pucks chatter, a multi-plate pack rattles at idle, and engagement is sharp. If your DC5 still commutes in traffic, a sprung single disc will make you happier than any kit on this page.

Specs

Available Options

Pick disc count for the power you make. Dual diaphragm is extra clamp, not more rated horsepower.

Fitment

Competition Clutch names K20 and K24 manuals. The Applications tab is empty. Summit Racing and Real Street list the sibling standard twin, 1848037-2, for 2002-2006 RSX (K20A2 / K20Z1 on Real Street). K Series Parts and Jspec also list Civic Si and 2004-2008 TSX for the 1848037 family. We're not pasting Element, CR-V, or Accord K24 catch-alls.

Fitment follows the K-series manual, not the chassis badge. A K-swap in an EG, EK, or DC2 uses this family if the box is a K-series manual. Base and EX Civics of these years are not covered unless they have a K-series Si or swap transmission. This kit doesn't fit B-series or H-series boxes, and it isn't an FK8 or FL5 Civic Type R clutch.

What to Know Before You Buy

Plan on race-clutch noise. The pack rattles at idle, ceramic pucks chatter on takeoff, and the engagement window is narrow. That's normal, not a botched install. Break ceramic assemblies in for roughly 500 to 700 easy miles with no launches, per manufacturer guidance on ceramic kits.

Replacement 184-series K throwout bearings are 5-0837S for single-disc kits and 5-0837 for twin and triple. The wrong bearing won't release. Dual-diaphragm pages don't list a TOB in the box, so order the matching bearing if you don't already have a known-good 184 K-series unit. Bleed the hydraulics completely when the transmission goes back in.

Be honest about power and use. D1 is the lightweight single with extra clamp. D2 is the high-boost twin. D3 is the flagship triple when holding capacity is the whole point. If you're still naturally aspirated and commuting, you're shopping the wrong series.