6MT Master List of Aftermarket Clutch/Flywheel Options

NORAGRETS · 02-03-2023, 12:01 PM

Attempting to set up a Master List of aftermarket clutch and flywheel options as I will be replacing mine in the next few months. Really wish we had the ability to allow others to edit and add to lists in some capacity but I don't think we do.

So

If people add options that aren’t already present in the list below in the comments section, I will copy and paste everything together in one post or 1 sticky (if admins are approving) for all to have access to.

Currently, my car is stage 2 on 93 octane. I bought the car with 23,000 miles on it. I am the 2nd owner. My clutch started slipping at about 26,000-27,000 miles (when the car went from stock-stage 2 lol). Currently I have some clutch chatter in 1st gear, and slippage at higher loads/high speeds/high gears, predominantly 5th and 6th gears but also some in 4th.

I have the Ultimate clutch pedal installed as well as a CDV delete. I also just changed my fluids about 100 miles ago.

The CDV delete helped somewhat with the clutch chatter in 1st gear and a little bit with slippage in higher gears/high load situations.

Regardless, I’m going to need a new one. Here’s the list and a bunch of info on the different types of clutches below.

Contents of a Clutch Kit

Throw Out Bearing

The Throw Out Bearing is also known as a Release Bearing. The clutch pedal operates a hydraulic system that pushes on the clutch fork inside the transmission bellhousing. The clutch fork engages the throw out bearing (TOB) and pushes it down the transmission input shaft. The TOB then makes contact with the diaphragm springs of the pressure plate. Bearing and material wear will cause knocking and rattling sounds until the clutch is pressed.

Pressure Plate

The Pressure Plate consists of an outer cover, diaphragm springs (sometimes called fingers), and a friction surface (ring). The pressure plate is attached to the flywheel so it's always spinning at engine speed. When the clutch is depressed, the TOB contacts the diaphragm springs, which uses leverage to pry the friction ring away from the clutch disc. The diaphragm springs are the flat steel levers in the middle of the pressure plate. Imagine using a pry bar to separate two pieces of wood - the pry bar is the diaphragm spring and the wood is the friction ring.

Clutch Disc

The disc slides onto the transmission input shaft and spins with the transmission. It's two-sided with an engine side and a transmission side. The pressure plate clamps the disc to the friction surface on the flywheel. The disc material has to grab and hold onto both friction surfaces, similar to how a brake pad grabs hold of a brake disc. The disc is designed to be the normal wear item in the whole driveline. It's engineered to be user-friendly and absorb abuse so that something more critical doesn't fail.

Alignment Tool

The alignment tool is used during installation. It keeps the disc centered within the pressure plate and flywheel assembly so everything remains lined up when the transmission is slid into place.
Additional Items (Some Required, Some Suggested)
Given the location of the clutch within the transmission a lot has to be removed to gain access. Here is a list of items that will usually need to be removed. Items with an asterisk (*) are probable replacement items that cannot be re-used and should be replaced during the job.

Exhaust hangers, gaskets*, and hardware.
- Driveshaft, hardware, flex disc (guibo), and center support bearing.
- Transmission mounts and hardware, and transmission seals (the rear output shaft is almost always leaking).
- Transmission fluid
- Shifter linkage rebuild and transmission detent spring replacement.
- Clutch slave cylinder, fork, pivot pin, and spring clip.
- Pilot bearing* and rear main seal (usually attached to the crankshaft and engine block and accessed with the flywheel off).
- Flywheel and mounting bolts*. BMWs since 1992 have used a dual-mass flywheel (DMF) which are almost always in need of replacement with the clutch.

Pressure Plate Technology and Design
The pressure plate's role is to apply pressure to the clutch disc, hold it, and then release it. In high torque applications where the disc needs a little extra help, additional clamping pressure can be built into the system. The stiff pedal that most performance clutches suffer from comes from this extra tension inside the pressure plate. Clutch Masters makes their own pressure plates with more leverage built into the design, thereby reducing pedal effort to near stock levels. The friction ring is connected to the outer cover with thin metal strips called drive straps. The drive straps provide additional tension for the friction ring and are a known weak point on OEM clutches, which is why Clutch Masters uses thicker and stronger straps and heavy-duty hardware.

Clutch Masters is one of the only manufacturers to design and produce their pressure plates in-house. Other performance clutch brands rely on an off-the-shelf pressure plate, sometimes modified with upgraded internals but sometimes not. Beware of cheap imitation HD clutches sold by "big box" retailers. They often lack the premium materials and attention to detail that comes from the dedicated clutch manufacturers. Clutch Masters re-engineered the basic pressure plate to give 70% more clamping force with drastically reduced pedal effort compared to other HD designs. They re-positioned the diaphragm spring closer to the fulcrum point - the diaphragm spring does not have to move as far, therefore less effort is required. To date, Clutch Masters is the only US manufacturer to have higher clamping force with near-stock pedal effort.

Clutch Disc Materials

The material used in the clutch disc is hugely important in deciding what clutch to use. Each material compound has its own characteristics and here is where your decision-making needs to be focused. As the need for more grip and holding power goes up the degree of user-friendliness and streetability goes down. The clutch is a compromise by design. On one hand you want a clutch that can handle your power and torque. But on the other you don't want something that will break your transmission or be hard to live with. Keep in mind that all BMW clutches use an organic material, even the F82 M4 with its 405ft-lbs of torque.

Refer to this basic chart from Clutch Masters that demonstrates the balance between streetability and torque holding:

And our own chart on when to use each Clutch Masters kit, broken out into horsepower output vs. type of use:

You have to decide what is most important to you: ease-of-use (such as around town) or Hoonigan-style burnouts (tons of grabbing power with little regard for smooth driving).

Rigid vs Sprung Hub Clutch Discs

Clutch discs have either a rigid (solid) hub or with multiple springs on the hub. At the moment of engagement with the friction surface there is some shock and jolt that is transmitted through the disc and hub and to the transmission input shaft and the rest of the driveline.

Sprung hub discs use a series of springs on the disc hub that absorb the shock as the clutch is engaged. Since the clutch is spinning at a different speed than the flywheel, the engagement can be abrupt especially with certain clutch materials and driving styles. Sprung-hub discs can make certain aggressive materials feel less like an on/off switch. A stock clutch is usually not sprung hub as the dual-mass flywheel absorbs the shock. However, switching to a single-mass flywheel almost always requires using a sprung hub disc since the flywheel can no longer absorb harsh engagement. The smoother engagement is easier which is preferred for street use or less-experienced drivers and helps prolong disc life. Springs also dampen vibrations and reduce clutch chatter on the lightest aluminum flywheels (up to a point).

Since most of our clutch recommendations will include a single-mass flywheel, a sprung-disc is the most common BMW clutch upgrade. Clutch Masters kits with a part number ending in "-D" use a sprung hub, or dampened, disc.

Rigid hub discs are used for either flywheel depending on application and disc material. All cars that come stock with a dual-mass flywheel will use a Rigid disc since having an extra sprung component is unnecessary. Rigid discs can be used with single-mass flywheels as well, however, we try to avoid that on street-driven cars. The lack of springs will make engagement more direct and require more concentration to operate smoothly. Rigid hubs are used more often with higher-capacity materials because they require quick and sharp engagement. The split-second "delay" from a sprung hub will not have the ideal “bite” to properly engage a Kevlar or ceramic disc. A Rigid disc may be slightly lighter than Sprung-Hub and more reliable. Broken springs is a very rare but possible failure and is usually indicative of poor driving habits.

Clutch Masters kits with a part number ending in "-R" use a Rigid disc.

Puck or Puch? Button or Segmented?

You may see mention of "6-puck", "8-puch", or "Button" clutches. Race and some HD clutches use a design with smaller individual clutch surfaces instead of a single larger "full-face" disc. The smaller clutch sections are known as pucks, puchs, pads, or buttons. All of these terms are interchangeable. A segmented clutch is slightly different where it has smaller contact patches but they are bonded to a full-face backing surface. In all cases the theory is the same - the smaller sections produce greater pressure for more clamping power while also reducing weight. The greater pressure is sometimes required with aggressive compounds like ceramic or Kevlar. The number of pucks varies based on the clutch material and intended use.

Multi-Disc Kits

One of the latest trends in clutch technology is the Twin Disc or Double-Clutch design. This uses multiple small clutch discs instead of a single larger disc. Although smaller, the multiple discs have greater surface area available, which means more torque capacity. But their small size provides a drastic weight savings. These kits can be set up for street, mixed-use, or full track use by varying the clutch disc materials and internal components. Although more expensive these Twin Disc kits offer huge increases in torque capacity and reliability. We've tried them and abused them and are very impressed with the punishment they can absorb. It's no surprise that this design has its roots in muscle car drag racing and then caught on in the drift world too. There are street-friendly organic discs available as a ultra-HD street clutch and also ceramic materials for dedicated track use.

Perhaps their greatest advantage is in strength. The pressure plate gets a total redesign. Instead of using the traditional cast iron pressure plate design they use a machined aluminum or steel cover. For the track/race kits this also does away with the failure-prone drive straps to make it more reliable as well. This makes the Twin Disc clutches ideal for drifting and clutch kicks, since this type of driving most often leads to strap failure on a traditional clutch. Street kits keep the drive straps to make engagement smoother and quieter.

Another advantage is cost. Although the upfront cost is very expensive, the consumable costs are very low. Replacement clutch discs are less than what a OEM clutch kit costs. And the kit can be rebuilt in your home garage without special tools. When used correctly and under the right circumstances these clutches can last a very long time and hold up to whatever modifications you add.

Flywheels

The flywheel provides the friction surface for the clutch to grab onto (and also the ring gear for the starter). The flywheel is bolted directly to the crankshaft and spins with the engine. There are two flywheel designs: single-mass (SMF) and dual-mass (DMF).
Before 1991 most models used a basic single-mass flywheel (SMF) - a steel plate with a machined friction surface and a ring gear for the starter. Although similar in design to aftermarket performance flywheels they are heavier and provide some dampening of vibrations. SMFs were known to last the life of the car. They could be refurbished during clutch overhauls. A SMF will have some vibration and driveline thrash that sounds and feels unrefined. It's normal behavior but in the desire for more refinement and smoothness, the SMF gave way to DMF.
Nearly all BMWs since 1991 use a dual-mass flywheel (and a handful of pre-1991 models). The DMF is essentially two steel plates with a rubber mass, metal springs, or a fluid damper unit sandwiched between them. The DMF absorbs engine and transmission vibration and provides a cushioning effect to clutch engagement. Failures of the DMF are well-known and common. The damper unit inside breaks down, especially with heat and hard use. A failed DMF usually cannot be diagnosed until the transmission and clutch are already out of the car. Under the best case scenario the flywheel has to be replaced during the clutch job. Sachs recommends the DMF be replaced with every other clutch (or sooner). However, we have seen DMFs come apart completely with catastrophic results - a spinning flywheel acts like a circular saw, slicing into the bellhousing or even beyond. While good for street use thanks to its smoothness, for safety and reliability we recommend a single-mass flywheel for track and sport use.

Steel "lightweight" flywheels bridge the gap between OEM single-mass and lightweight aluminum flywheels. This are a SMF that has been machined to reduce weight, typically 20-30% lighter than before. Because of its mass it still has some dampening features and the heavier weight makes it easier to drive than full aluminum flywheels (revs do not drop as much during shifts). Because it is a SMF it will not have the smoothness of a DMF so some noise and vibration should be expected (but less than aluminum). In turbo applications steel works better than aluminum because revs don't drop and the engine can stay on boost.
Aluminum flywheels are at the extreme performance end of the market and offer substantial increases in performance due to their lower weight. However, they are so light that they lose almost all of their dampening effects. There is noticeably more noise and vibration, especially at low RPM. The engine revs quicker and more power is transferred to the wheels thanks to the lower weight but the downside is that revs drop faster during shifting, which requires a larger-than-usual throttle blip and can make rev matching difficult for some.
The "X" Factor
The enemy of all clutches is heat. Excess heat for the chosen clutch material will cause it to slip or fail completely. But where does that heat come from? Hard use and abuse. The stock BMW clutches are actually very very good (realize that a F82 M4 with 405ft-lbs uses an organic clutch). They are actually too good and cover up driver error/poor technique. The driver becomes the X factor. Driver > abuses clutch > excess heat > clutch slippage and wear or even component failure. Poor driving technique and bad habits reveal themselves more with performance clutches because they don't have this "safety net" margin of error.

Remember that the clutch is designed to be the weak link in the driveline. Upgrading the clutch means that something else may become the fail point (transmissions are expensive!). The clutch should sacrifice its life so something else doesn't have to. Is the multi-plate ceramic clutch worth it on your street car?

Putting It All Together.
What kind of clutch do you want? Answer these two questions honestly, -
- What type of driving will you be doing?
- How much horsepower (torque) are you making?

It's our opinion that street cars should be easy to drive and forgiving. We want smooth engagement and quiet operation. When not being abused there is nothing wrong with an OEM clutch on a naturally-aspirated or stock turbo BMW. Tuned turbo cars up to 475hp and are driven daily should be able to use a OEM or FX100 clutch. For a little more grip the FX250 is the next level up without sacrificing drivability. If you're making over 475hp we would use a FX250 that tolerates slippage or a FX350 if hard launches will be routine. At those power levels you are likely sacrificing some drivability or comfort anyway.

For a club racer or dedicated track car we like to use the FX400 with a sprung-hub disc. It's a ceramic disc so it can be tricky to use from a dead stop. The ceramic does not like to be slipped and can be grabby but with experience it becomes second nature. If tricky engagement bothers you the FX350 is still a good choice and is more than capable for any naturally-aspirated or a FBO turbo BMW. It's also more user-friendly for novice or amateur drivers. If the budget allows, and you're competing for lap times, the Twin Disc 725 and 850 are the top choices. Although the upfront cost is high, the return is greater with a supremely capable clutch and minimal weight. If the rules allow it, a Twin Disc clutch is our recommendation.

source: https://www.bimmerworld.com/BMW-Clutch-Kit-Guide/

Clutch Masters:

1. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-TDKR-X
FX1000 Twin Disc
PART #: 03795-TDKR-X
$2,200.00

Description: The Clutch Masters FX1000 is a 10.00” (254mm) Twin Disc clutch unit designed for high horsepower applications with heavy street use. The strap-driven plate design allows for smooth engagement and minimal clutch chatter while still being able to withstand clutch kicking and high RPM’s shifting. Designed for the enthusiast who pushes the limit of performance on their street driven vehicle.

The cover assembly is machined from billet aluminum with 25% more tensile strength than the competition’s cast unit. The flywheel is machined from billet 6061-T6 aluminum to meet SFI spec 1.2 for competition in NHRA, NDRA, IDRC, IHRA, SCCA and NASA. Each aluminum flywheel includes a replaceable heat shield. Steel flywheels are machined from 1045 Steel and also available on select applications.

Available Stages:
“Race” (TDKR) – 1 sprung ceramic disc, and 1 ceramic rigid disc.

2. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-TD8R-X
850 Series Twin Disc
PART #: 03795-TD8R-X
$1,725.00

Description: The 850 series is a larger diameter twin disc clutch assembly, which is designed for high horsepower applications. The 850 Series has a higher holding capacity, less clutch chatter, and a smoother engagement compared to the 725 Series.

Flywheel - Clutch Masters Flywheels are designed and tested to ensure the safety and quality of every flywheel. Years of R&D has given them the knowledge and firsthand experience to choose wisely the best material to manufacture flywheels that will surpass your expectations. Depending on the application, the majority of Clutch Masters flywheels are made from 1045 or 4140 Billet Steel. Clutch Masters Flywheels are SFI Certified meeting performance standards for the automotive and motorsport industry.

3. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-TD8S-X
850 Series Twin Disc
PART #: 03795-TD8S-X
$1,725.00

PLEASE NOTE THAT THIS OPTION IS DIFFERENT THAT #2 TD8 (S) VS TD8 (R) RIGID VS SPRUNG

4. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDTZ-R
FX300 Single Disc Clutch Kit
PART #: 03795-HDTZ-R
$1,233.75

DESCRIPTION: Segmented Kevlar friction disc has more grip and less pedal pressure than other HD clutches.

The Clutch Masters FX300 performance clutch for the F80 M3, F82/F83 M4 has a segmented Kevlar disc that has more pressure than full-face discs and their Hi-LeverageTM pressure plate for up to 110% more holding power. The FX300 is for serious autocross or light track use with only small concessions for street use. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand.

The pressure plate in the FX300 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches.

The FX300 is best used on mildly-tuned turbo F80 M3, F82/F83 M4 models. It works best in a autocross or light track environment where you want extra grip and capacity and the car is not driven much on the street. The Kevlar disc does not engage as smoothly as organic or Formula discs but can be used for limited street use. A 500 mile break in is required and essential for a smooth engagement. For better street engagement without giving up clamping force, check out the FX350 kit.

Kit includes segmented Kevlar rigid-hub clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid-hub is a solid disc that is best used with the stock dual-mass flywheel. It can be used with single-mass flywheels if much more noise and vibration can be accepted.

5. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HD0F-R
FX250 Single Disc Clutch Kit
PART #: 03795-HD0F-R
$1,128.75

DESCRIPTION: Formula/organic friction disc has superior holding but with stock-like feel.

The Clutch Masters FX250 performance clutch for the F80 M3, F82/F83 M4 uses their Formula friction material on one side and organic material on the other. This gives up to 110% more holding power but with near-stock engagement behavior. So it's easy enough to use every day but with extra capacity for heavily modded cars. Clutch Master's advanced pressure plate gives up to 110% more holding capacity without any more pedal pressure than stock. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand.

The pressure plate in the FX250 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches.

The FX250 is best used on mildly-tuned turbo F80 M3, F82/F83 M4 models. It works best in a sport street, autocross, or light track environment where you want extra grip but the car is still driven often on the street. The hybrid clutch disc has easy engagement so it can be used in traffic and around town. But for dedicated track days the FX350 would be a better choice.

Kit includes hybrid organic/Formula (Fiber Tuff) clutch disc with rigid hub, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid (solid) hub disc should only be used with the stock dual-mass flywheel but can be used on single-mass flywheels too if more noise and vibration can be tolerated.

6. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDTZ-D
FX300 Single Disc Clutch Kit
PART #: 03795-HDTZ-D
$1,233.75

7. BMW M3 - 2014-2018 : 3.0L F80 6-Speed | 03795-HDFF-R
FX350 Single Disc Clutch Kit
PART #: 03795-HDFF-R
$1,128.75

DESCRIPTION: The Clutch Masters FX350 performance clutch for the F80 M3, F82/F83 M4 uses their Formula clutch disc material that does not give up street use to get high clamping power and grip. Combined with their Hi-LeverageTM pressure plate the FX350 gives up to 110% more holding power. The FX350 is best for dedicated track cars, drift, and drag race cars that may still be used on the street. The easier engagement than Kevlar means this is the preferred clutch kit for hard launches and drifts. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand. The disc is this kit is rigid-hub and should be used with an stock-type dual-mass flywheel.

The pressure plate in the FX350 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches.

The FX350 is best used on highly-tuned turbo F80 M3, F82/F83 M4 models. The Formula friction material (also known as Fibertuff) is easier to drive than Kevlar but is not ideal for street use. For better street behavior use the FX200 or FX250 kits (but give up some holding power to get easier use).

Kit includes rigid-hub Formula clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. The rigid-hub disc should be used with the stock stock or OEM dual-mass flywheel or can be used with a lightweight single-mass flywheel if much more noise and vibration can be tolerated.

8. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HD00-D
FX100 Single Disc Clutch Kit
PART #: 03795-HD00-D
$1,023.75

Description: The FX100 System uses the Power Plus I Pressure Plate with a custom heavy-duty Steel Back Organic friction disc. This clutch is engineered for heavy-duty street use. It is specifically designed for extended wear and additional clamping force for the enthusiast who has added an exhaust system, an intake system, up to 50hp NO2 upgrade, or other non-forced induction external bolt-ons. It features only slightly increased pedal pressure, longer life than stock, and normal clutch feel during engagement and disengagement for a very smooth operation.

9. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDBL-R
FX500 (8-puck) Single Disc Clutch Kit
PART #: 03795-HDBL-R
$1,128.75

Description: The versatile FX500 System uses either the Power Plus I or Power Plus II Pressure Plate along with a solid center 6 or 8 Puck Ceramic Button disc. The FX500 disc is designed for outstanding holding capacity and rapid heat dissipation. The FX500 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that is not recommended for the street.

Ceramic based clutch discs are not intended to increase the life expectancy of a clutch rather to increase the holding capacity and improve the durability of the clutch. Using a ceramic based material for easy street driving may reduce the life of the clutch kit due to harsh engagement and higher tendency to slip the clutch kit. Ceramic disc are never recommended for stock or near stock vehicle applications.
Warning: The FX500 is a Solid Hub (rigid) disc that engages and disengages instantly. This is a Race Only clutch.

10. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDFF-D
FX350 Single Disc Clutch Kit
PART #: 03795-HDFF-D
$1,128.75

Description: The FX350 System uses the Power Plus I Pressure Plate with Clutch Masters New Formula Button disc. This clutch is designed for the street enthusiast or weekend racer who plans to abuse their vehicle on an occasional basis and have a spirited driving style.
The FX350 clutch system has a higher holding capacity than a segmented Kevlar lining without compromising the street friendly characteristic Clutch Masters is known for. For year’s enthusiast have had to compromise durability for drivability and vise versa, however with Clutch Masters New Formula button we have closed the gap between these two tradeoffs.

Please Note: Minimum 500 Required break in miles.

Aluminum Flywheel FW-150-AL

The majority of Clutch Masters flywheels are made from 6061 T6 Billet Aluminum, 1045 or 4140 Billet Steel. Clutch Masters Flywheels are SFI Certified meeting performance standards for the automotive and motorsport industry.

11. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HD0F-D
FX250 Single Disc Clutch Kit
PART #: 03795-HD0F-D
$1,128.75

Description: The FX250 System uses the Power Plus I Pressure Plate and a hybrid combination of Clutch Masters New Formula Button on one side and a heavy-duty Steel Back Organic friction lining on the other. This clutch is designed for the street enthusiast or weekend racer who plans to abuse their vehicle on an occasional basis and have a spirited driving style. The FX250 clutch system has a higher holding capacity than a traditional full faced Kevlar without compromising the street friendly characteristics Clutch Masters is known for.

12. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDC6-D
FX400 (6-puck) Single Disc Clutch Kit
PART #: 03795-HDC6-D
$1,128.75

Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, rigid Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This kit is the more aggressive 6 ceramic puck configuration (a friendlier 8-puck lined kit is also available). The rigid hub is more reliable than a sprung hub but will transfer more vibration and will require more concentration for smooth engagement. This disc is designed for outstanding holding capacity, and rapid heat dissipation.

The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. *Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material.

13. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDB6-R
FX500 (6-puck) Single Disc Clutch Kit
PART #: 03795-HDB6-R
$1,128.75

14. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HDCL-D
FX400 (8-puck) Single Disc Clutch Kit
PART #: 03795-HDCL-D
$1,128.75

Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, rigid Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This is the 8 ceramic puck "lined" configuration, which is slightly more user-friendly than the 6-puck kit. The rigid hub is more reliable than a sprung hub but will transfer more vibration and will require more concentration for smooth engagement. This disc is designed for outstanding holding capacity, and rapid heat dissipation.

The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. *Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material.

15. BMW M3 -2014 2018-3.0L F80 6-Speed | 03795-HD00-R
FX100 Single Disc Clutch Kit
PART #: 03795-HD00-R
$1,023.75

Description: Organic friction disc for upgrade over OEM but with stock-like feel and behavior.

The Clutch Masters FX100 performance clutch for the F80 M3, F82/F83 M4 has all of the benefits of a stock clutch with a little extra grabbing power to handle your upgrades. The FX100 uses organic clutch materials with Clutch Master's advanced pressure plate to give up to 70% more holding capacity without any more pedal pressure than stock. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand.

The pressure plate in the FX100 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with stronger drive straps and heavy-duty rivets - two of the common failure points on stock clutches.

The FX100 is best used on stock or mildly-tuned F80 M3, F82/F83 M4 models. It works best in a daily driver, sport street, or autocross environment where you want smooth engagement, low noise, and low wear. As a performance clutch it will stand up to normal use and some hard launches but has its limitations for hard driving and abuse. For serious autocross or dedicated track days, the FX250 would be a better choice.

Kit includes organic rigid-hub clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid (solid) hub disc should only be used with the stock dual-mass flywheel but can be used on single-mass flywheels too if more noise and vibration can be tolerated.

16. BMW M3 - 2014-2018 : 3.0L F80 6-Speed | FW-795-AL
Aluminum Flywheel
PART #: FW-795-AL
$1,150.00
Description:

17. BMW M3 - 2014-2018 : 3.0L F80 6-Speed | FW-795-B-TDA
850 Series Aluminum Flywheel Twin Disc
PART #: FW-795-B-TDA
$625.00

18. BMW M3 - 2014-2018 : 3.0L F80 6-Speed | FW-795-K-TDA
Twin disc aluminum flywheel for 1000 series
PART #: FW-795-K-TDA
$625.00

19. BMW M3 – 2014-2018: 3.0L F80 6-Speed | (Sprung Hub)
FX400 (8-puck) Single Disc Clutch Kit

Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, Sprung Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This is the 8 ceramic puck "lined" configuration, which is slightly more user-friendly than the 6-puck kit. The sprung hub design allows for moderate dampening in high-torque applications, rendering it much more street friendly than solid or rigid designs. This disc is designed for outstanding holding capacity, and rapid heat dissipation.

The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. *Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material.

SPEC:

1. SS Trim
Part #: SB55SST
Torque Rating: 950 LBFT
Price: $1,899.00
Description:

2. P Trim
Part #: SB55PT
Torque Rating: 1200
Price: $1,999.00
Description:

3. ST Trim
Part #: SB55ST
Torque Rating: 1470
Price: $2,099.00
Description: The Super Twin is for street and track use in cars with extreme horsepower and torque (700-1500 ft lbs tq). The Super Twin offers near-stock drivability, tremendous life expectancy, a no shimming/setup bolt-in installation and maintenance free operation. With all billet construction, these units are smooth and quiet. The units are rebuild-able by SPEC or the end user and replacement components or rebuild services are always available. The super twin is constructed with aircraft grade aluminum and high carbon billet steel milled to an industry leading .001 inch for perfect balance and actuation. Friction is provided by dampened, full-faced carbon graphite discs. Organic, fiber and full metallic options are available. Flywheel and track-spec hardware are included in each kit.

SOUTH BEND CLUTCHES:

1. KF80-HD-O
Stage: 2 Use: Daily Driving/street performance
Ft-Lbs: 0-TBD
Price: $2,070.00

2. KF80-HD-TZ
Stage:2 Use: ENDURANCE (race)
Ft-Lbs: 0-TBD
Price: $2,185.00

3. KF80-HD-B
Stage: 2 Use: DRAG
Ft-Lbs:0-TBD
Price: $2,300.00

XCLUTCH:

1. XKBM23560-2E Clutch Kit Inc Lighten Chromoly Flywheel; 9 in. Twin Solid Ceramic Clutch Discs

2. XKBM23560-2G Clutch Kit Inc Chromoly Flywheel; 9" Twin Solid Organic Clutch Discs

MOTIV:

1. MOTIV TWIN DISC CLUTCH - BMW SST Trim
$2,100.00

2. MOTIV TWIN DISC CLUTCH - BMW ST Trim
$2,200.00

c4ss · 02-03-2023, 12:31 PM

Thanks for organizing that info. Any other E85 6MT cars following? Curious at what mileage guys are needing a new clutch.

NORAGRETS · 02-03-2023, 12:41 PM

Quote:

Originally Posted by c4ss

Thanks for organizing that info. Any other E85 6MT cars following? Curious at what mileage guys are needing a new clutch.

I’m not running E85, but my clutch just started slipping at 27,000 miles or so. I am the 2nd owner however. Car is currently stage 2 on 93 oct.

I’m sure I missed some clutch manufacturers and models. Please post in comments and I will add to the running list.

NORAGRETS · 02-05-2023, 05:23 PM

edits are ongoing please be patient!

GuyLedouche · 08-05-2023, 01:12 PM

Great post! What did you end up going with?

Also, no ragrets...it's my credo.

02-03-2023, 12:01 PM	#1
NORAGRETS Colonel 442 Rep 2,044 Posts Drives: 2017 F80 M3 ZCP BSM 2012 E82 1 Join Date: May 2012 Location: Boston, MA iTrader: (0) Garage List 2017 BMW M3 ZCP LCI [0.00]	6MT Master List of Aftermarket Clutch/Flywheel Options Attempting to set up a Master List of aftermarket clutch and flywheel options as I will be replacing mine in the next few months. Really wish we had the ability to allow others to edit and add to lists in some capacity but I don't think we do. So If people add options that aren’t already present in the list below in the comments section, I will copy and paste everything together in one post or 1 sticky (if admins are approving) for all to have access to. Currently, my car is stage 2 on 93 octane. I bought the car with 23,000 miles on it. I am the 2nd owner. My clutch started slipping at about 26,000-27,000 miles (when the car went from stock-stage 2 lol). Currently I have some clutch chatter in 1st gear, and slippage at higher loads/high speeds/high gears, predominantly 5th and 6th gears but also some in 4th. I have the Ultimate clutch pedal installed as well as a CDV delete. I also just changed my fluids about 100 miles ago. The CDV delete helped somewhat with the clutch chatter in 1st gear and a little bit with slippage in higher gears/high load situations. Regardless, I’m going to need a new one. Here’s the list and a bunch of info on the different types of clutches below. Contents of a Clutch Kit Throw Out Bearing The Throw Out Bearing is also known as a Release Bearing. The clutch pedal operates a hydraulic system that pushes on the clutch fork inside the transmission bellhousing. The clutch fork engages the throw out bearing (TOB) and pushes it down the transmission input shaft. The TOB then makes contact with the diaphragm springs of the pressure plate. Bearing and material wear will cause knocking and rattling sounds until the clutch is pressed. Pressure Plate The Pressure Plate consists of an outer cover, diaphragm springs (sometimes called fingers), and a friction surface (ring). The pressure plate is attached to the flywheel so it's always spinning at engine speed. When the clutch is depressed, the TOB contacts the diaphragm springs, which uses leverage to pry the friction ring away from the clutch disc. The diaphragm springs are the flat steel levers in the middle of the pressure plate. Imagine using a pry bar to separate two pieces of wood - the pry bar is the diaphragm spring and the wood is the friction ring. Clutch Disc The disc slides onto the transmission input shaft and spins with the transmission. It's two-sided with an engine side and a transmission side. The pressure plate clamps the disc to the friction surface on the flywheel. The disc material has to grab and hold onto both friction surfaces, similar to how a brake pad grabs hold of a brake disc. The disc is designed to be the normal wear item in the whole driveline. It's engineered to be user-friendly and absorb abuse so that something more critical doesn't fail. Alignment Tool The alignment tool is used during installation. It keeps the disc centered within the pressure plate and flywheel assembly so everything remains lined up when the transmission is slid into place. Additional Items (Some Required, Some Suggested) Given the location of the clutch within the transmission a lot has to be removed to gain access. Here is a list of items that will usually need to be removed. Items with an asterisk () are probable replacement items that cannot be re-used and should be replaced during the job. Exhaust hangers, gaskets, and hardware. - Driveshaft, hardware, flex disc (guibo), and center support bearing. - Transmission mounts and hardware, and transmission seals (the rear output shaft is almost always leaking). - Transmission fluid - Shifter linkage rebuild and transmission detent spring replacement. - Clutch slave cylinder, fork, pivot pin, and spring clip. - Pilot bearing* and rear main seal (usually attached to the crankshaft and engine block and accessed with the flywheel off). - Flywheel and mounting bolts. BMWs since 1992 have used a dual-mass flywheel (DMF) which are almost always in need of replacement with the clutch. Pressure Plate Technology and Design The pressure plate's role is to apply pressure to the clutch disc, hold it, and then release it. In high torque applications where the disc needs a little extra help, additional clamping pressure can be built into the system. The stiff pedal that most performance clutches suffer from comes from this extra tension inside the pressure plate. Clutch Masters makes their own pressure plates with more leverage built into the design, thereby reducing pedal effort to near stock levels. The friction ring is connected to the outer cover with thin metal strips called drive straps. The drive straps provide additional tension for the friction ring and are a known weak point on OEM clutches, which is why Clutch Masters uses thicker and stronger straps and heavy-duty hardware. Clutch Masters is one of the only manufacturers to design and produce their pressure plates in-house. Other performance clutch brands rely on an off-the-shelf pressure plate, sometimes modified with upgraded internals but sometimes not. Beware of cheap imitation HD clutches sold by "big box" retailers. They often lack the premium materials and attention to detail that comes from the dedicated clutch manufacturers. Clutch Masters re-engineered the basic pressure plate to give 70% more clamping force with drastically reduced pedal effort compared to other HD designs. They re-positioned the diaphragm spring closer to the fulcrum point - the diaphragm spring does not have to move as far, therefore less effort is required. To date, Clutch Masters is the only US manufacturer to have higher clamping force with near-stock pedal effort. Clutch Disc Materials The material used in the clutch disc is hugely important in deciding what clutch to use. Each material compound has its own characteristics and here is where your decision-making needs to be focused. As the need for more grip and holding power goes up the degree of user-friendliness and streetability goes down. The clutch is a compromise by design. On one hand you want a clutch that can handle your power and torque. But on the other you don't want something that will break your transmission or be hard to live with. Keep in mind that all BMW clutches use an organic material, even the F82 M4 with its 405ft-lbs of torque. Refer to this basic chart from Clutch Masters that demonstrates the balance between streetability and torque holding: And our own chart on when to use each Clutch Masters kit, broken out into horsepower output vs. type of use: You have to decide what is most important to you: ease-of-use (such as around town) or Hoonigan-style burnouts (tons of grabbing power with little regard for smooth driving). Rigid vs Sprung Hub Clutch Discs Clutch discs have either a rigid (solid) hub or with multiple springs on the hub. At the moment of engagement with the friction surface there is some shock and jolt that is transmitted through the disc and hub and to the transmission input shaft and the rest of the driveline. Sprung hub discs use a series of springs on the disc hub that absorb the shock as the clutch is engaged. Since the clutch is spinning at a different speed than the flywheel, the engagement can be abrupt especially with certain clutch materials and driving styles. Sprung-hub discs can make certain aggressive materials feel less like an on/off switch. A stock clutch is usually not sprung hub as the dual-mass flywheel absorbs the shock. However, switching to a single-mass flywheel almost always requires using a sprung hub disc since the flywheel can no longer absorb harsh engagement. The smoother engagement is easier which is preferred for street use or less-experienced drivers and helps prolong disc life. Springs also dampen vibrations and reduce clutch chatter on the lightest aluminum flywheels (up to a point). Since most of our clutch recommendations will include a single-mass flywheel, a sprung-disc is the most common BMW clutch upgrade. Clutch Masters kits with a part number ending in "-D" use a sprung hub, or dampened, disc. Rigid hub discs are used for either flywheel depending on application and disc material. All cars that come stock with a dual-mass flywheel will use a Rigid disc since having an extra sprung component is unnecessary. Rigid discs can be used with single-mass flywheels as well, however, we try to avoid that on street-driven cars. The lack of springs will make engagement more direct and require more concentration to operate smoothly. Rigid hubs are used more often with higher-capacity materials because they require quick and sharp engagement. The split-second "delay" from a sprung hub will not have the ideal “bite” to properly engage a Kevlar or ceramic disc. A Rigid disc may be slightly lighter than Sprung-Hub and more reliable. Broken springs is a very rare but possible failure and is usually indicative of poor driving habits. Clutch Masters kits with a part number ending in "-R" use a Rigid disc. Puck or Puch? Button or Segmented? You may see mention of "6-puck", "8-puch", or "Button" clutches. Race and some HD clutches use a design with smaller individual clutch surfaces instead of a single larger "full-face" disc. The smaller clutch sections are known as pucks, puchs, pads, or buttons. All of these terms are interchangeable. A segmented clutch is slightly different where it has smaller contact patches but they are bonded to a full-face backing surface. In all cases the theory is the same - the smaller sections produce greater pressure for more clamping power while also reducing weight. The greater pressure is sometimes required with aggressive compounds like ceramic or Kevlar. The number of pucks varies based on the clutch material and intended use. Multi-Disc Kits One of the latest trends in clutch technology is the Twin Disc or Double-Clutch design. This uses multiple small clutch discs instead of a single larger disc. Although smaller, the multiple discs have greater surface area available, which means more torque capacity. But their small size provides a drastic weight savings. These kits can be set up for street, mixed-use, or full track use by varying the clutch disc materials and internal components. Although more expensive these Twin Disc kits offer huge increases in torque capacity and reliability. We've tried them and abused them and are very impressed with the punishment they can absorb. It's no surprise that this design has its roots in muscle car drag racing and then caught on in the drift world too. There are street-friendly organic discs available as a ultra-HD street clutch and also ceramic materials for dedicated track use. Perhaps their greatest advantage is in strength. The pressure plate gets a total redesign. Instead of using the traditional cast iron pressure plate design they use a machined aluminum or steel cover. For the track/race kits this also does away with the failure-prone drive straps to make it more reliable as well. This makes the Twin Disc clutches ideal for drifting and clutch kicks, since this type of driving most often leads to strap failure on a traditional clutch. Street kits keep the drive straps to make engagement smoother and quieter. Another advantage is cost. Although the upfront cost is very expensive, the consumable costs are very low. Replacement clutch discs are less than what a OEM clutch kit costs. And the kit can be rebuilt in your home garage without special tools. When used correctly and under the right circumstances these clutches can last a very long time and hold up to whatever modifications you add. Flywheels The flywheel provides the friction surface for the clutch to grab onto (and also the ring gear for the starter). The flywheel is bolted directly to the crankshaft and spins with the engine. There are two flywheel designs: single-mass (SMF) and dual-mass (DMF). Before 1991 most models used a basic single-mass flywheel (SMF) - a steel plate with a machined friction surface and a ring gear for the starter. Although similar in design to aftermarket performance flywheels they are heavier and provide some dampening of vibrations. SMFs were known to last the life of the car. They could be refurbished during clutch overhauls. A SMF will have some vibration and driveline thrash that sounds and feels unrefined. It's normal behavior but in the desire for more refinement and smoothness, the SMF gave way to DMF. Nearly all BMWs since 1991 use a dual-mass flywheel (and a handful of pre-1991 models). The DMF is essentially two steel plates with a rubber mass, metal springs, or a fluid damper unit sandwiched between them. The DMF absorbs engine and transmission vibration and provides a cushioning effect to clutch engagement. Failures of the DMF are well-known and common. The damper unit inside breaks down, especially with heat and hard use. A failed DMF usually cannot be diagnosed until the transmission and clutch are already out of the car. Under the best case scenario the flywheel has to be replaced during the clutch job. Sachs recommends the DMF be replaced with every other clutch (or sooner). However, we have seen DMFs come apart completely with catastrophic results - a spinning flywheel acts like a circular saw, slicing into the bellhousing or even beyond. While good for street use thanks to its smoothness, for safety and reliability we recommend a single-mass flywheel for track and sport use. Steel "lightweight" flywheels bridge the gap between OEM single-mass and lightweight aluminum flywheels. This are a SMF that has been machined to reduce weight, typically 20-30% lighter than before. Because of its mass it still has some dampening features and the heavier weight makes it easier to drive than full aluminum flywheels (revs do not drop as much during shifts). Because it is a SMF it will not have the smoothness of a DMF so some noise and vibration should be expected (but less than aluminum). In turbo applications steel works better than aluminum because revs don't drop and the engine can stay on boost. Aluminum flywheels are at the extreme performance end of the market and offer substantial increases in performance due to their lower weight. However, they are so light that they lose almost all of their dampening effects. There is noticeably more noise and vibration, especially at low RPM. The engine revs quicker and more power is transferred to the wheels thanks to the lower weight but the downside is that revs drop faster during shifting, which requires a larger-than-usual throttle blip and can make rev matching difficult for some. The "X" Factor The enemy of all clutches is heat. Excess heat for the chosen clutch material will cause it to slip or fail completely. But where does that heat come from? Hard use and abuse. The stock BMW clutches are actually very very good (realize that a F82 M4 with 405ft-lbs uses an organic clutch). They are actually too good and cover up driver error/poor technique. The driver becomes the X factor. Driver > abuses clutch > excess heat > clutch slippage and wear or even component failure. Poor driving technique and bad habits reveal themselves more with performance clutches because they don't have this "safety net" margin of error. Remember that the clutch is designed to be the weak link in the driveline. Upgrading the clutch means that something else may become the fail point (transmissions are expensive!). The clutch should sacrifice its life so something else doesn't have to. Is the multi-plate ceramic clutch worth it on your street car? Putting It All Together. What kind of clutch do you want? Answer these two questions honestly, - - What type of driving will you be doing? - How much horsepower (torque) are you making? It's our opinion that street cars should be easy to drive and forgiving. We want smooth engagement and quiet operation. When not being abused there is nothing wrong with an OEM clutch on a naturally-aspirated or stock turbo BMW. Tuned turbo cars up to 475hp and are driven daily should be able to use a OEM or FX100 clutch. For a little more grip the FX250 is the next level up without sacrificing drivability. If you're making over 475hp we would use a FX250 that tolerates slippage or a FX350 if hard launches will be routine. At those power levels you are likely sacrificing some drivability or comfort anyway. For a club racer or dedicated track car we like to use the FX400 with a sprung-hub disc. It's a ceramic disc so it can be tricky to use from a dead stop. The ceramic does not like to be slipped and can be grabby but with experience it becomes second nature. If tricky engagement bothers you the FX350 is still a good choice and is more than capable for any naturally-aspirated or a FBO turbo BMW. It's also more user-friendly for novice or amateur drivers. If the budget allows, and you're competing for lap times, the Twin Disc 725 and 850 are the top choices. Although the upfront cost is high, the return is greater with a supremely capable clutch and minimal weight. If the rules allow it, a Twin Disc clutch is our recommendation. source: https://www.bimmerworld.com/BMW-Clutch-Kit-Guide/ Clutch Masters: 1. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-TDKR-X FX1000 Twin Disc PART #: 03795-TDKR-X $2,200.00 Description: The Clutch Masters FX1000 is a 10.00” (254mm) Twin Disc clutch unit designed for high horsepower applications with heavy street use. The strap-driven plate design allows for smooth engagement and minimal clutch chatter while still being able to withstand clutch kicking and high RPM’s shifting. Designed for the enthusiast who pushes the limit of performance on their street driven vehicle. The cover assembly is machined from billet aluminum with 25% more tensile strength than the competition’s cast unit. The flywheel is machined from billet 6061-T6 aluminum to meet SFI spec 1.2 for competition in NHRA, NDRA, IDRC, IHRA, SCCA and NASA. Each aluminum flywheel includes a replaceable heat shield. Steel flywheels are machined from 1045 Steel and also available on select applications. Available Stages: “Race” (TDKR) – 1 sprung ceramic disc, and 1 ceramic rigid disc. 2. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-TD8R-X 850 Series Twin Disc PART #: 03795-TD8R-X $1,725.00 Description: The 850 series is a larger diameter twin disc clutch assembly, which is designed for high horsepower applications. The 850 Series has a higher holding capacity, less clutch chatter, and a smoother engagement compared to the 725 Series. Flywheel - Clutch Masters Flywheels are designed and tested to ensure the safety and quality of every flywheel. Years of R&D has given them the knowledge and firsthand experience to choose wisely the best material to manufacture flywheels that will surpass your expectations. Depending on the application, the majority of Clutch Masters flywheels are made from 1045 or 4140 Billet Steel. Clutch Masters Flywheels are SFI Certified meeting performance standards for the automotive and motorsport industry. 3. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-TD8S-X 850 Series Twin Disc PART #: 03795-TD8S-X $1,725.00 PLEASE NOTE THAT THIS OPTION IS DIFFERENT THAT #2 TD8 (S) VS TD8 (R) RIGID VS SPRUNG 4. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDTZ-R FX300 Single Disc Clutch Kit PART #: 03795-HDTZ-R $1,233.75 DESCRIPTION: Segmented Kevlar friction disc has more grip and less pedal pressure than other HD clutches. The Clutch Masters FX300 performance clutch for the F80 M3, F82/F83 M4 has a segmented Kevlar disc that has more pressure than full-face discs and their Hi-LeverageTM pressure plate for up to 110% more holding power. The FX300 is for serious autocross or light track use with only small concessions for street use. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand. The pressure plate in the FX300 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches. The FX300 is best used on mildly-tuned turbo F80 M3, F82/F83 M4 models. It works best in a autocross or light track environment where you want extra grip and capacity and the car is not driven much on the street. The Kevlar disc does not engage as smoothly as organic or Formula discs but can be used for limited street use. A 500 mile break in is required and essential for a smooth engagement. For better street engagement without giving up clamping force, check out the FX350 kit. Kit includes segmented Kevlar rigid-hub clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid-hub is a solid disc that is best used with the stock dual-mass flywheel. It can be used with single-mass flywheels if much more noise and vibration can be accepted. 5. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HD0F-R FX250 Single Disc Clutch Kit PART #: 03795-HD0F-R $1,128.75 DESCRIPTION: Formula/organic friction disc has superior holding but with stock-like feel. The Clutch Masters FX250 performance clutch for the F80 M3, F82/F83 M4 uses their Formula friction material on one side and organic material on the other. This gives up to 110% more holding power but with near-stock engagement behavior. So it's easy enough to use every day but with extra capacity for heavily modded cars. Clutch Master's advanced pressure plate gives up to 110% more holding capacity without any more pedal pressure than stock. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand. The pressure plate in the FX250 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches. The FX250 is best used on mildly-tuned turbo F80 M3, F82/F83 M4 models. It works best in a sport street, autocross, or light track environment where you want extra grip but the car is still driven often on the street. The hybrid clutch disc has easy engagement so it can be used in traffic and around town. But for dedicated track days the FX350 would be a better choice. Kit includes hybrid organic/Formula (Fiber Tuff) clutch disc with rigid hub, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid (solid) hub disc should only be used with the stock dual-mass flywheel but can be used on single-mass flywheels too if more noise and vibration can be tolerated. 6. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDTZ-D FX300 Single Disc Clutch Kit PART #: 03795-HDTZ-D $1,233.75 7. BMW M3 - 2014-2018 : 3.0L F80 6-Speed \| 03795-HDFF-R FX350 Single Disc Clutch Kit PART #: 03795-HDFF-R $1,128.75 DESCRIPTION: The Clutch Masters FX350 performance clutch for the F80 M3, F82/F83 M4 uses their Formula clutch disc material that does not give up street use to get high clamping power and grip. Combined with their Hi-LeverageTM pressure plate the FX350 gives up to 110% more holding power. The FX350 is best for dedicated track cars, drift, and drag race cars that may still be used on the street. The easier engagement than Kevlar means this is the preferred clutch kit for hard launches and drifts. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand. The disc is this kit is rigid-hub and should be used with an stock-type dual-mass flywheel. The pressure plate in the FX350 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with extra retention straps and heavy-duty rivets - two of the common failure points on stock clutches. The FX350 is best used on highly-tuned turbo F80 M3, F82/F83 M4 models. The Formula friction material (also known as Fibertuff) is easier to drive than Kevlar but is not ideal for street use. For better street behavior use the FX200 or FX250 kits (but give up some holding power to get easier use). Kit includes rigid-hub Formula clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. The rigid-hub disc should be used with the stock stock or OEM dual-mass flywheel or can be used with a lightweight single-mass flywheel if much more noise and vibration can be tolerated. 8. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HD00-D FX100 Single Disc Clutch Kit PART #: 03795-HD00-D $1,023.75 Description: The FX100 System uses the Power Plus I Pressure Plate with a custom heavy-duty Steel Back Organic friction disc. This clutch is engineered for heavy-duty street use. It is specifically designed for extended wear and additional clamping force for the enthusiast who has added an exhaust system, an intake system, up to 50hp NO2 upgrade, or other non-forced induction external bolt-ons. It features only slightly increased pedal pressure, longer life than stock, and normal clutch feel during engagement and disengagement for a very smooth operation. 9. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDBL-R FX500 (8-puck) Single Disc Clutch Kit PART #: 03795-HDBL-R $1,128.75 Description: The versatile FX500 System uses either the Power Plus I or Power Plus II Pressure Plate along with a solid center 6 or 8 Puck Ceramic Button disc. The FX500 disc is designed for outstanding holding capacity and rapid heat dissipation. The FX500 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that is not recommended for the street. Ceramic based clutch discs are not intended to increase the life expectancy of a clutch rather to increase the holding capacity and improve the durability of the clutch. Using a ceramic based material for easy street driving may reduce the life of the clutch kit due to harsh engagement and higher tendency to slip the clutch kit. Ceramic disc are never recommended for stock or near stock vehicle applications. Warning: The FX500 is a Solid Hub (rigid) disc that engages and disengages instantly. This is a Race Only clutch. 10. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDFF-D FX350 Single Disc Clutch Kit PART #: 03795-HDFF-D $1,128.75 Description: The FX350 System uses the Power Plus I Pressure Plate with Clutch Masters New Formula Button disc. This clutch is designed for the street enthusiast or weekend racer who plans to abuse their vehicle on an occasional basis and have a spirited driving style. The FX350 clutch system has a higher holding capacity than a segmented Kevlar lining without compromising the street friendly characteristic Clutch Masters is known for. For year’s enthusiast have had to compromise durability for drivability and vise versa, however with Clutch Masters New Formula button we have closed the gap between these two tradeoffs. Please Note: Minimum 500 Required break in miles. Aluminum Flywheel FW-150-AL The majority of Clutch Masters flywheels are made from 6061 T6 Billet Aluminum, 1045 or 4140 Billet Steel. Clutch Masters Flywheels are SFI Certified meeting performance standards for the automotive and motorsport industry. 11. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HD0F-D FX250 Single Disc Clutch Kit PART #: 03795-HD0F-D $1,128.75 Description: The FX250 System uses the Power Plus I Pressure Plate and a hybrid combination of Clutch Masters New Formula Button on one side and a heavy-duty Steel Back Organic friction lining on the other. This clutch is designed for the street enthusiast or weekend racer who plans to abuse their vehicle on an occasional basis and have a spirited driving style. The FX250 clutch system has a higher holding capacity than a traditional full faced Kevlar without compromising the street friendly characteristics Clutch Masters is known for. 12. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDC6-D FX400 (6-puck) Single Disc Clutch Kit PART #: 03795-HDC6-D $1,128.75 Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, rigid Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This kit is the more aggressive 6 ceramic puck configuration (a friendlier 8-puck lined kit is also available). The rigid hub is more reliable than a sprung hub but will transfer more vibration and will require more concentration for smooth engagement. This disc is designed for outstanding holding capacity, and rapid heat dissipation. The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material. 13. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDB6-R FX500 (6-puck) Single Disc Clutch Kit PART #: 03795-HDB6-R $1,128.75 14. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HDCL-D FX400 (8-puck) Single Disc Clutch Kit PART #: 03795-HDCL-D $1,128.75 Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, rigid Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This is the 8 ceramic puck "lined" configuration, which is slightly more user-friendly than the 6-puck kit. The rigid hub is more reliable than a sprung hub but will transfer more vibration and will require more concentration for smooth engagement. This disc is designed for outstanding holding capacity, and rapid heat dissipation. The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material. 15. BMW M3 -2014 2018-3.0L F80 6-Speed \| 03795-HD00-R FX100 Single Disc Clutch Kit PART #: 03795-HD00-R $1,023.75 Description: Organic friction disc for upgrade over OEM but with stock-like feel and behavior. The Clutch Masters FX100 performance clutch for the F80 M3, F82/F83 M4 has all of the benefits of a stock clutch with a little extra grabbing power to handle your upgrades. The FX100 uses organic clutch materials with Clutch Master's advanced pressure plate to give up to 70% more holding capacity without any more pedal pressure than stock. Clutch Masters is the most advanced BMW clutch upgrade on the market - offering more clutch options and design innovation than any other brand. The pressure plate in the FX100 is the key to its impressive performance. Clutch Masters is the only US performance clutch brand to make their own pressure plates in-house (most other companies use a re-branded Sachs part). Not only does this let them control quality to a very high degree but they are able to design a new pressure plate from the ground up. Clutch Masters re-engineered pressure plate design to introduce their Hi-LeverageTM pressure plate with less pedal effort than other performance clutches. By moving the spring plate closer to the fulcrum point, less force is required to push on the diaphragm springs. Pressure plates are also over-built with stronger drive straps and heavy-duty rivets - two of the common failure points on stock clutches. The FX100 is best used on stock or mildly-tuned F80 M3, F82/F83 M4 models. It works best in a daily driver, sport street, or autocross environment where you want smooth engagement, low noise, and low wear. As a performance clutch it will stand up to normal use and some hard launches but has its limitations for hard driving and abuse. For serious autocross or dedicated track days, the FX250 would be a better choice. Kit includes organic rigid-hub clutch disc, Hi-LeverageTM pressure plate, HD throw-out bearing, and clutch alignment tool. A rigid (solid) hub disc should only be used with the stock dual-mass flywheel but can be used on single-mass flywheels too if more noise and vibration can be tolerated. 16. BMW M3 - 2014-2018 : 3.0L F80 6-Speed \| FW-795-AL Aluminum Flywheel PART #: FW-795-AL $1,150.00 Description: 17. BMW M3 - 2014-2018 : 3.0L F80 6-Speed \| FW-795-B-TDA 850 Series Aluminum Flywheel Twin Disc PART #: FW-795-B-TDA $625.00 18. BMW M3 - 2014-2018 : 3.0L F80 6-Speed \| FW-795-K-TDA Twin disc aluminum flywheel for 1000 series PART #: FW-795-K-TDA $625.00 19. BMW M3 – 2014-2018: 3.0L F80 6-Speed \| (Sprung Hub) FX400 (8-puck) Single Disc Clutch Kit Description: The FX400 System uses the Power Plus I Pressure Plate with a custom, extremely durable, Sprung Ceramic disc. This is the ultimate extreme duty street and/or road/drag racing system. This is the 8 ceramic puck "lined" configuration, which is slightly more user-friendly than the 6-puck kit. The sprung hub design allows for moderate dampening in high-torque applications, rendering it much more street friendly than solid or rigid designs. This disc is designed for outstanding holding capacity, and rapid heat dissipation. The FX400/HDC6 ceramic paddle design creates a quick and rapid engagement as well as clutch chatter that may not be ideal for street driven vehicles. Warning: Due to the solid (no Marcel) friction rivet design, the FX400/HDC6 disc engages very quickly and may chatter slightly in first and reverse. To help alleviate this problem, we only use premium ceramic friction material. SPEC: 1. SS Trim Part #: SB55SST Torque Rating: 950 LBFT Price: $1,899.00 Description: 2. P Trim Part #: SB55PT Torque Rating: 1200 Price: $1,999.00 Description: 3. ST Trim Part #: SB55ST Torque Rating: 1470 Price: $2,099.00 Description: The Super Twin is for street and track use in cars with extreme horsepower and torque (700-1500 ft lbs tq). The Super Twin offers near-stock drivability, tremendous life expectancy, a no shimming/setup bolt-in installation and maintenance free operation. With all billet construction, these units are smooth and quiet. The units are rebuild-able by SPEC or the end user and replacement components or rebuild services are always available. The super twin is constructed with aircraft grade aluminum and high carbon billet steel milled to an industry leading .001 inch for perfect balance and actuation. Friction is provided by dampened, full-faced carbon graphite discs. Organic, fiber and full metallic options are available. Flywheel and track-spec hardware are included in each kit. SOUTH BEND CLUTCHES: 1. KF80-HD-O Stage: 2 Use: Daily Driving/street performance Ft-Lbs: 0-TBD Price: $2,070.00 2. KF80-HD-TZ Stage:2 Use: ENDURANCE (race) Ft-Lbs: 0-TBD Price: $2,185.00 3. KF80-HD-B Stage: 2 Use: DRAG Ft-Lbs:0-TBD Price: $2,300.00 XCLUTCH: 1. XKBM23560-2E Clutch Kit Inc Lighten Chromoly Flywheel; 9 in. Twin Solid Ceramic Clutch Discs 2. XKBM23560-2G Clutch Kit Inc Chromoly Flywheel; 9" Twin Solid Organic Clutch Discs MOTIV: 1. MOTIV TWIN DISC CLUTCH - BMW SST Trim $2,100.00 2. MOTIV TWIN DISC CLUTCH - BMW ST Trim $2,200.00 __________________ 2017 F80 ZCP BSM - Klein Innovation. ActiveAutowerkes. AR Design. BootMod3 Paul Johnson. EvRw. Project Gamma. RW Carbon. UCP. UUC. Hawk. Dinan. NGK. Macht Schnell. TMS. VR. aFe. RIP - E82 135i - 7/7/2021 Last edited by NORAGRETS; 02-06-2023 at 02:27 PM..
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02-05-2023, 05:23 PM	#4
NORAGRETS Colonel 442 Rep 2,044 Posts Drives: 2017 F80 M3 ZCP BSM 2012 E82 1 Join Date: May 2012 Location: Boston, MA iTrader: (0) Garage List 2017 BMW M3 ZCP LCI [0.00]	edits are ongoing please be patient! __________________ 2017 F80 ZCP BSM - Klein Innovation. ActiveAutowerkes. AR Design. BootMod3 Paul Johnson. EvRw. Project Gamma. RW Carbon. UCP. UUC. Hawk. Dinan. NGK. Macht Schnell. TMS. VR. aFe. RIP - E82 135i - 7/7/2021
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08-05-2023, 01:12 PM	#5
GuyLedouche Lieutenant 588 Rep 467 Posts Drives: F82/718 GT4 Join Date: Nov 2018 Location: NH iTrader: (2)	Great post! What did you end up going with? Also, no ragrets...it's my credo.
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02-03-2023, 12:31 PM	#2
c4ss Private First Class 103 Rep 169 Posts Drives: F80 BMW M3 ZCP 6MT Join Date: Sep 2017 Location: Philly iTrader: (0)	Thanks for organizing that info. Any other E85 6MT cars following? Curious at what mileage guys are needing a new clutch.
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