Competition Clutch B-Series Triple Disc Clutch Kit

Competition Clutch B-Series Triple Disc Clutch Kit

Once a built B18C or a boosted B20 makes more torque than one friction surface can hold, the usual answer is more clamp, and more clamp is what wrecks your left leg. The Competition Clutch triple disc clutch kit, part number 4T-8026-C, takes the other route. It splits torque across three 184mm ceramic discs, so holding capacity comes from surface area instead of brute clamp load. That is the reason a DC2 Integra or an EK making serious power ends up here rather than on another single plate. The kit ships as a complete assembly with the flywheel already matched to the pack, so nothing is left to guesswork.

What It Is and Why It Works

Three 184mm ceramic discs run on rigid, unsprung hubs against a 4140 forged steel flywheel, under a 6061 T6 aluminum cover with a 6150 steel diaphragm. Ceramic friction material grabs quickly and tolerates the heat that turns an organic disc to glaze after a few hard passes. The rigid hub deletes the sprung center damper found in a street clutch, which is exactly what makes engagement repeatable at the strip and exactly what makes the car noisier and harsher everywhere else. Competition Clutch builds this as a race assembly and publishes a capacity of roughly 1000 to 1500 horsepower depending on application. Treat that as a ceiling for the hardware, not a promise about your axles, transmission or tires.

Fitment is tied to hydraulic clutch B-series transmissions. That covers the 1994-2001 Integra in RS, LS, GS, GS-R and Type R form with B18B1, B18C1 and B18C5 engines, the 1999-2000 Civic Si with the B16A2, the 1994-1997 del Sol VTEC with the B16A3, and the 1997-2001 CR-V with B20B4 and B20Z2. Cable clutch chassis such as the 1988-1991 EF and 1992-1995 EG Civic are a different setup entirely and are not covered by this part number.

Specs

Fitment

If you are running a B-series swap in a chassis that is not listed, what matters is the transmission and the clutch actuation, not the shell. A hydraulic B-series box takes this kit. A cable box does not. Ask us before you order if your swap is anything other than a factory combination.

What to Know Before You Buy

This is a race clutch and it behaves like one. Rigid hub ceramic discs chatter on take-off until you learn the engagement point, the pack rattles at idle and while the pedal is down, and none of that is a defect. Engagement is closer to on or off than a stock disc, so creeping in traffic and hill starts take real effort. Competition Clutch specifies a break-in of roughly 500 to 700 easy street miles for ceramic assemblies before hard launches, and skipping it is the fastest way to glaze a fresh set of discs. Multi-disc racing clutches are also excluded from the Competition Clutch limited warranty, so a mistake here is on your dime.

Our honest recommendation: if the car sees daily driving, buy a single disc instead and keep your commute pleasant. A triple belongs in a car built to run hard, with the driver willing to live with the noise. If you are ordering, plan on a full clutch hydraulic bleed with fresh fluid and a fresh look at the master and slave cylinders while the transmission is out. A tired master cylinder hides a lot better behind a soft street clutch than it does behind three ceramic discs. Budget for axles and a real tune too, because a clutch that finally holds your power tends to expose whatever else was slipping.