Competition Clutch Stage 2 Street Clutch for K20A2/Z1/Z3

Competition Clutch Stage 2 Clutch Kit - RSX Type-S & 8th Gen Civic Si (K20A2/K20Z1/K20Z3)

If you're looking for a Stage 2 clutch kit for a K20 RSX Type-S or 8th gen Civic Si, this Competition Clutch setup is the sweet spot between stock comfort and serious grip. It fits the 2002-2006 Acura RSX Type-S and 2006-2011 Honda Civic Si (K20A2, K20Z1, K20Z3), and it holds up to the abuse that bolt-ons, an aggressive tune, and mild boost put on a factory clutch, without turning your daily into a chore to drive.

What A Stage 2 Clutch Gets You

Stage 2 means more holding power than stock while keeping a street-friendly pedal. This kit adds roughly 80% more torque capacity over the factory clutch using a Brass Plus friction material with an alloy backing. It hangs on through hard launches and quick 2-3 shifts, but it doesn't grab like a 6-puck, so you can still slip it cleanly in traffic. If you've been wondering whether a Stage 2 is too much for a street car, this is the one built specifically so it isn't.

Streetable Engagement

The sprung hub and anti-burst steel plates soak up drivetrain shock, so you don't get a light-switch pedal or brutal chatter every time you pull away from a stoplight. It engages smoothly and predictably, which is the whole point of a Stage 2 over a full race clutch.

Holds Up When It Gets Hot

Heat-treated diaphragm fingers and a performance pressure plate keep clamping force consistent during long, hot pulls, canyon runs, or an autocross day, instead of going soft once things heat up. That consistency is what separates a real upgrade from a clutch that fades when you lean on it.

A Complete Kit

Everything for the job comes in one box, so there's no last-minute parts run mid-install:

• Performance pressure plate
• 2100-Series high-torque disc
• Release bearing
• Pilot bearing
• Alignment tool

Who This Clutch Is For

• Naturally aspirated K20 builds with cams, intake, header, and a tune
• Smaller turbo or supercharger setups up to about 250 ft-lb at the wheels
• Drivers who want a legit Stage 2 clutch for a K-series Honda or Acura that's still livable as a daily

Break It In Right

Do 300-500 easy city miles before you lean on it, no clutch dumps and no dyno hero pulls. That lets the friction surfaces mate properly, which means longer life and more consistent clamping. Skip the break-in and you'll burn away a chunk of the longevity you just paid for.

Fitment

• 2002-2006 Acura RSX Type-S (K20A2 / K20Z1)
• 2006-2011 Honda Civic Si (K20Z3)

SKU: COC-8037-2100

This is the clutch you buy when you want a real-world upgrade for a K20 RSX Type-S or Civic Si that your left leg can still live with: strong engagement, a predictable pedal, and no drama. We run this same Stage 2 on street-driven K-series cars because it does exactly that. Break it in properly and it'll handle everyday driving and weekend abuse alike.

Technical Data

Competition Clutch rates the 2100 Series Stage 2 at a 40 to 50% increase in torque capacity over stock. That figure comes directly from Competition Clutch's own Stage 2 category documentation. If you've seen an 80% figure floating around other listings, that number originates from retailer copy, not the manufacturer. The 40 to 50% increase is what Competition Clutch actually stands behind.

That headroom is meaningful on a K20A2, K20Z1, or K20Z3 that's been through the usual bolt-on treatment: intake, header, cams, and a tune. Competition Clutch describes this kit as suited for "moderately modified cars or simply aggressive individuals with stock power," with "moderate pedal feel" and a use case spanning "aggressive street use and moderate track use." That's an honest description of where this kit lives.

The disc uses a full-face friction surface rather than a puck or segmented design. Full-face contact means the engagement feels progressive and predictable, much closer to a stock pedal character than a race-spec multi-puck setup. The friction material on the 8037-2100 disc is described as Brass Plus by multiple retailers, with anti-burst steel backing on the friction facing. Competition Clutch's own 2100 Series page does not name a specific compound for this application, so if friction material is a deciding factor for your build, it's worth a quick call to Competition Clutch to confirm the current production spec.

The disc hub is sprung, which means it absorbs drivetrain shock and vibration on engagement rather than transferring it straight to the transmission input shaft. You'll notice this most on cold starts and slow-speed maneuvering: the pedal doesn't snap on like a switch, and you don't get chatter every time you pull away from a light.

Break-in requirement: Competition Clutch and multiple retailer technical notes specify a minimum 300-mile break-in period, with 500 miles strongly recommended. During that period, avoid aggressive launches, high-rpm clutch drops, and extended slipping. The friction surfaces need time to mate evenly across the full face. Skip the break-in and you're trading long-term clamp consistency for a few hard pulls that don't mean anything on the street.

Transmission requirement: 6-speed manual only. This kit is not compatible with the 5-speed found in base RSX and non-Si Civic applications.

What's in the Box

• Performance pressure plate
• High-torque full-face sprung disc (Brass Plus friction material, anti-burst steel backing)
• Throw-out (release) bearing
• Pilot bearing/bushing
• Alignment tool

No flywheel is included. The 8037-2100 is a clutch kit only. If you need a flywheel, Competition Clutch offers a separate K-series flywheel kit under a different SKU. Order that alongside this kit if you're doing a full refresh, or verify your existing flywheel is in spec before install.

Installation Notes

This is a direct-replacement clutch kit for the K20A2 (2002 to 2006 Acura RSX Type-S), K20Z1 (Civic Si EP3), and K20Z3 (2006 to 2011 Honda Civic Si). It installs the same way as a stock clutch replacement on these platforms, so if you've done one before, there are no surprises here.

What the job involves: Transmission removal is required. On the RSX and Civic Si, plan for a full subframe drop or at minimum a transmission-out procedure. This is a 4 to 8 hour job in a home garage depending on your experience level and lift situation. A shop with a lift cuts that time significantly.

Tools and consumables you'll need beyond the kit:

• Flywheel/flexplate holding tool (to keep the flywheel from rotating during pressure plate removal)
• Torque wrench (pressure plate bolts require accurate torque to spec)
• Transmission jack or support
• New transmission-to-engine hardware if your existing bolts show wear
• Honda MTF or equivalent gear oil for the transmission, since you're pulling it anyway

Before you bolt it together: Inspect your flywheel surface. The kit does not include a flywheel, so if the friction surface is grooved, heat-cracked, or out of flatness spec, resurface or replace it before the new disc goes on. Installing a fresh clutch against a damaged flywheel wastes the break-in miles and shortens disc life.

Use the included alignment tool to center the disc before you torque the pressure plate. Trying to slide the transmission input shaft into a misaligned disc is how bell housings and input shaft tips get damaged.

After install, do the break-in properly. Competition Clutch requires a minimum of 300 miles with no hard launches, no clutch dumps, and no holding the car on a hill with clutch slip. Five hundred miles is the recommended target. The full-face disc needs even heat cycling across the entire friction surface to seat correctly. The pedal feel and engagement point will both settle in noticeably over those first few hundred miles.