LCE Dual-Composite Performance Clutch Kit: Toyota 1GR-FE (4.0L)
Elevate your Toyota’s drivetrain with the LCE Dual-Composite Clutch Kit, the ultimate solution for drivers who need a balance between daily reliability and heavy-duty holding power. While other manufacturers rely on over-engineered "gizmos," our system utilizes a high-performance single-diaphragm pressure plate to ensure consistent clamping force across the entire RPM range.
The Dual-Composite Advantage
This kit features a custom-engineered disc impregnated with brass particles. This unique material blend provides exceptional heat resistance and superior friction without the harsh "on-off" feel of a full race clutch.
- Enhanced Grip: Delivers over twice the holding power of a factory clutch.
- Optimized for Big Tires: An ideal upgrade for 4WD vehicles running 31" or larger tires.
- Daily Drivability: Provides massive strength for moderate performance upgrades while maintaining a comfortable, only slightly stiffer pedal feel.
Complete Installation Package
Every LCE Clutch Kit is comprised of 100% new components:
- High-Clamp Diaphragm Pressure Plate
- Brass-Impregnated Composite Friction Disc
- Premium Throw-out Bearing
- Clutch Alignment Tool
Important Application Notes
- Fitment: Designed exclusively for Toyota trucks produced for the North American market.
- Transmission Note: The 1GR-FE 6-speed transmission does not require a pilot bearing.
- Compatibility: This kit is not compatible with TDI engine conversions.
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- 2005-2015 1GR 4.0L Engines
CLICK HERE for a printer-friendly PDF version of these instructions.
Clutch Installation Guide: Steps for Success
Following these steps precisely will ensure maximum performance and longevity for your new clutch.
-Please note: Failure to follow proper installation or break-in procedures will void the warranty.
1. Pre-Installation & Inspection
- Safety First: Always disconnect the negative battery cable before beginning any major mechanical work.
- Orientation Check: Note the direction of the old clutch disc (which side the spring pack faces) during removal. The new disc must be installed in the same orientation.
- Cleaning: Thoroughly clean the inner bellhousing to prevent debris from contaminating the new clutch surfaces.
- Component Check: Inspect the clutch fork and bar for cracks, excessive wear, or damage.
2. Flywheel Preparation
- Surfacing: You must resurface or replace the flywheel. A fresh surface is mandatory for the disc to mate properly; failure to do this leads to vibration and premature wear. If the flywheel shows heat discoloration (blue spots), it should be replaced.
- Mounting: Use a small amount of Loctite on the flywheel bolts and tighten them in a star pattern.
- Hardware Note: 2RZ/3RZ flywheel bolts cannot be reused. These are torque-to-yield bolts designed for one-time use only. New bolts are available through LC Engineering.
3. Bearings & Disc Alignment
- Pilot Bearing: Install the new supplied pilot bearing into the crankshaft. Skipping this can cause cold-start squealing.
- Alignment Tool: Use the supplied tool to center the clutch disc.
- 20R, 22R/RE/RET, 2RZ, 3RZ: Spring side faces the transmission.
- 5VZ V6: Spring side faces the flywheel.
4. Pressure Plate Assembly
- Dowel Alignment: Align the pressure plate holes with the flywheel dowel pins.
- Centering: Ensure the alignment tool stays centered while installing the pressure plate—do not let it hang.
- Torquing: Use hand tools only to tighten bolts evenly in a star pattern, a little at a time. Uneven tightening can warp the plate, which is not covered under warranty. Remove the tool once secure.
5. Throw-Out Bearing & Lubrication
- Replacement: Swap in the new throw-out bearing, ensuring it is properly secured to the clutch fork by the two retaining clips.
- Lubrication: Apply white lithium grease or anti-sieze to the input shaft, pressure plate finger tips, and bearing contact surfaces for smooth engagement.
6. Mating the Transmission
- Careful Entry: Slide the transmission onto the engine. Never let the weight of the transmission hang on the clutch disc, as this can cause permanent damage.
- Seating: If the input shaft doesn't slide in easily, try rocking the transmission slightly or turning the output shaft.
- CRITICAL: Do not use the bellhousing bolts to pull the engine and transmission together. If everything is aligned, they should mate by hand. Forcing it can damage the clutch and engine thrust bearings.
7. Final Steps & Break-In
- Reassembly: Reinstall the slave cylinder and any other removed components. Bleed the hydraulic system according to your factory repair manual if necessary.
- The Break-In: Avoid aggressive driving for the first 500–750 miles. Proper break-in is essential for the service life of your new clutch.
