Competition Clutch Twin Disc Clutch Kit for Acura Honda

Competition Clutch K-Series 184mm Twin Disc Clutch Kit

If your K20 or K24 is past the point where a single disc will hold, this is the part most high power Honda and Acura builds land on. The Competition Clutch K-series twin disc clutch kit, part number 1848037-2, runs two 184mm ceramic discs and carries a published rating of 1350 horsepower. Two friction surfaces means the assembly holds torque through surface area rather than clamp load alone, which is how a DC5 RSX Type-S or a K24 swapped EG puts down real power without a pedal you need both legs for. The kit is assembled in Anaheim, California and ships complete with the flywheel, so you are not sourcing pieces separately.

What It Is and Why It Works

Two 184mm segmented ceramic discs on solid hubs ride on a chromoly flywheel under a 6061 T6 aluminum cover with a steel diaphragm. Ceramic material bites hard and shrugs off the heat that glazes an organic disc after back to back passes, and the solid hub deletes the sprung center damper, which is what makes engagement repeatable at the limit and noisy everywhere else. The Power-V drive system lets the floater plate self center between the discs, so drive forces are distributed evenly across both surfaces instead of loading one, and the assembly stays dynamically balanced at high rpm.

Installation is a direct bolt in for K-series applications with the 1-1/32 inch, 24 spline input shaft, so there is no adapter plate or transmission machining involved. Competition Clutch includes the throwout bearing, pilot bushing, hardware and alignment tool with this kit, which is worth calling out because the S2000 and some older multi-disc part numbers do not include a release bearing.

Specs

Fitment

What actually determines fitment is the K-series transmission and its 24 spline input shaft, not the chassis. If you are running a K swap in an EG, EK, DC2 or anything else, this bolts to the K-series box you already have. Note that the base and EX Civics of these generations are not covered, only the Si. If your build uses a converted or aftermarket bellhousing setup, ask us before ordering.

What to Know Before You Buy

This is a full race clutch and it does not pretend otherwise. Solid hub ceramic discs chatter when you pull away until you learn the engagement point, and the pack rattles at idle and with the pedal down. Neither is a fault. Engagement is sharp and the usable window is narrow, so stop and go traffic, parking lots and hill starts stop being relaxing. Competition Clutch specifies roughly 500 to 700 easy street miles of break-in for ceramic assemblies before hard launches, and skipping that is the quickest way to glaze new discs. Multi-disc racing clutches are also excluded from the Competition Clutch limited warranty, so an install mistake is expensive.

Our advice: if the car is a daily driver that visits the track occasionally, buy a good single disc and keep your commute livable. Choose this kit when the car is built to run hard and you are willing to trade refinement for holding power. If you are ordering, bleed the clutch hydraulics completely with fresh fluid during install, because air in the line makes an already narrow engagement point nearly impossible to find, and inspect the master and slave cylinders while the transmission is out. A tired master hides behind a soft street clutch and gets exposed immediately behind two ceramic discs. Plan on stronger axles and a proper tune as well, since a clutch that finally holds the power will find the next weak link in the driveline.