Competition Clutch K-Series Super Single Clutch Kit & Disc

Competition Clutch Super Single Clutch Kit for K-Series

The Competition Clutch Super Single (4S-8037-C) exists for one specific builder: the K-series owner who has outgrown a conventional Stage 4 clutch but is not ready to spend twin disc money. Competition Clutch took what it learned from its twin disc program and packaged it into a single 7.25 inch rigid disc, so a K20 DC5 RSX, an EP3 or FA5 Civic Si, or a K24 swap making serious naturally aspirated power gets race clutch holding capacity with fewer parts and a lower cost of entry. If your build sees the dragstrip or road course more than the morning commute, this is the kit that bridges the gap.

What It Is and Why It Works

This is a complete small-diameter race clutch kit, not just a pressure plate and disc. In the box you get the pressure plate, the 7.25 inch solid disc, the flywheel, a release bearing, an alignment tool, and a pilot bushing, so the whole rotating assembly is matched from the start. The small disc diameter cuts rotating mass compared to a full-size clutch, which is why the engine revs quicker and shifts feel faster. Per manufacturer, torque capacity is roughly 250 to 300 percent over stock, and dealer guidance rates the kit for naturally aspirated and nitrous combinations up to roughly 500 wheel horsepower.

The disc is rebuildable, which matters at this price point. When the friction material finally wears, you buy the matching Super Single replacement disc (TM2-880K-C, the second option on this page), resurface the flywheel, and go again instead of repurchasing the entire kit. That is how a race clutch should be serviced, and we recommend keeping a spare disc on the shelf if the car races on a schedule.

Specs

Available Options

Fitment

Every application above is manual transmission only. The Accord, CR-V, and Element rows are the 2.4L K24 manual cars and come straight from the manufacturer catalog. Because this clutch bolts to the K-series crank and works with the K-series gearbox, it is also the right part for K20 and K24 engine swaps into EG, EK, and other chassis running a K-series transmission, which is where a lot of these kits actually end up.

What to Know Before You Buy

Be honest about how the car gets used. A 7.25 inch rigid disc engages like a switch. Expect chatter in stop and go traffic, more gear noise than stock, and an engagement window that takes real seat time to modulate smoothly. Owners do daily these on 300 plus horsepower all motor builds, but the experience is hit or miss and this is not the clutch we would put in a street car that never leaves pump gas cruising duty. If you are under roughly 400 wheel horsepower and mostly street drive, a Stage 2 or Stage 3 full-diameter kit will hold your power and be far easier to live with.

Break it in properly: Competition Clutch calls for several hundred easy street miles (roughly 400 to 500) of normal engagement before any hard launches or slipping under boost or nitrous. While the transmission is out, replace the clutch slave cylinder and fluid, and consider a stainless clutch line; a fresh hydraulic system is cheap insurance behind a clutch with this much clamp load.

Every application above is manual transmission only. The Accord, CR-V, and Element rows are the 2.4L K24 manual cars and come straight from the manufacturer catalog. Because this clutch bolts to the K-series crank and works with the K-series gearbox, it is also the right part for K20 and K24 engine swaps into EG, EK, and other chassis running a K-series transmission, which is where a lot of these kits actually end up.