Competition Clutch B Series 184mm Twin Disc Clutch Kit

Competition Clutch B Series 184mm Twin Disc Clutch Kit

When your turbo B series passes 400 whp, single disc clutches stop being a solution and start being the problem. The pressure plates get so stiff your left leg hates traffic, and the puck discs grab so hard they shock-load your axles and synchros on every shift. The Competition Clutch B series 184mm twin disc clutch kit, part number 1848026-2 (formerly 4-8026-C), is the answer for big power DC2 and DC4 Integras, del Sol VTEC builds, and B swapped EG and EK Civics running a hydraulic B series transmission. Competition Clutch rates the 184 series twin disc at up to 1,350 hp, and dealers commonly cite a realistic holding range of 500 to 1,200 hp depending on the application and how hard you launch.

What It Is and Why It Works

A twin disc splits the work of holding your power across two friction discs and a floater plate, which gives you four friction surfaces instead of the two on a single disc. That means each engagement puts less heat and less abuse into each disc, and the pressure plate doesn't need brutal clamp load to hold the power. The practical result: this clutch holds more than any single disc Stage 4 or Stage 5 setup while being easier on your drivetrain and noticeably lighter on your left leg than a comparably rated single.

The 184mm (7.25 inch) disc diameter is intentional, not a compromise. Stock B series discs are 215mm. Smaller discs carry less rotational mass, so a built B18C revs faster between shifts and your synchros have less inertia to fight at 8,500 plus rpm. You give up surface area per disc and get it back, and then some, by running two of them.

Unlike most single disc kits, the flywheel comes in the box, and it has to. The 184mm assembly needs its own 4140 forged steel flywheel machined for the smaller disc diameter, so you can't reuse your OEM flywheel. The kit pairs that flywheel with two unsprung ceramic discs, a self-centering floater plate using Competition Clutch's Power-V drive system, and a 6061 T6 aluminum cover with a 6150 steel diaphragm. The Power-V floater self-centers as the discs wear, which keeps clamp load even so both discs wear at roughly the same rate. Every kit is assembled and tested at Competition Clutch's Anaheim, California facility.

Specs

Fitment

Del Sol buyers: only the VTEC trim fits. The del Sol S (D15B7) and Si (D16Z6) run D series engines, and this is a B series clutch. If your del Sol has a D15 or D16, you need a D series kit instead.

The clutch matches the transmission, not the chassis. If you've swapped a B series with a hydraulic B series gearbox (S80, Y80, and similar with a hydraulic slave cylinder) into an EG or EK Civic or another Honda chassis, this kit works. What it does not fit: 1986-1989 first gen Integras, 1990-1993 DA Integras with the factory cable clutch (those need a hydraulic conversion first), the 2023 and newer DE5 Integra, and any K series or D series transmission.

What to Know Before You Buy

This is a race clutch first, so go in with clear expectations. The floater plate rattles at idle with the pedal up or down at a stop. It sounds like a metallic jingle, it's normal for every twin disc ever made, and it isn't a warranty issue, but your passengers will ask about it. The unsprung ceramic pucks also chirp on engagement and the bite zone is narrow. Most owners describe pedal effort around two to three times stock, which is still lighter than a high clamp single disc at the same rating. Give it a few days and finding the engagement point becomes second nature. Daily driving it is doable if your commute is mostly open road; if you creep through stop-and-go traffic every day, you'll be happier with a sprung single disc and less power headroom.

Break it in properly: roughly 500 miles of gentle driving, no launches, no bangs through the gears, so the ceramic pads bed into the discs and floater. It will feel inconsistent until the pads seat, then it wakes up. During install, replace the release and pilot bearings, check the rear main seal (oil on ceramic friction surfaces means slip and uneven engagement), and bleed the hydraulic system completely, because air in the line makes a narrow bite point even harder to find. Fresh flywheel bolts torqued to spec are cheap insurance at this power level; ARP hardware is the easy answer.

Be honest about your power level. If your B series is naturally aspirated or under about 350 whp, a Stage 3 or Stage 4 single disc holds it, drives nicer, and skips the rattle. Competition Clutch also builds the same 184mm platform as a single disc (1848026-1) for builds that want the lightweight flywheel and quick revving character without twin disc capacity, and a triple disc (1848026-3) for cars living past 1,000 hp on slicks. And if you're stepping up to this clutch, your factory axles and synchros are the next weak link, so budget for upgraded axles like Insane Shafts while the car is apart. That's the order we'd do it in on our own build.