Worth stating plainly, because it is the difference between this engine and its smaller sibling. The 3RZ uses a 10" clutch — shared with the 5VZ and 2TR — while the 2.4L 2RZ uses a 9 1/4". Ordering by engine family alone will get you the wrong disc.
Every kit is all new components with a single diaphragm heavy duty pressure plate, and comes with the pressure plate, disc, pilot bearing, throw-out bearing and an alignment tool.
On the diaphragm design, we will quote ourselves: don't be fooled by fancy spinning gizmos — a diaphragm clutch delivers full holding power at all engine rpm. Weighted and lever designs give up holding force exactly where a truck needs it.
A quality factory-equivalent assembly that does not give up dependability to hit a price. If your clutch is simply worn out and the truck is stock, this is the right kit and there is no reason to spend more.
A heavy duty pressure plate with our custom disc. The right choice for a modified engine, bigger tyres or a truck that tows — more holding power than stock while staying comfortable to drive every day.
Developed for people doing both: enough capacity for competition, enough manners to drive home afterwards.
Built to survive grueling conditions. A metallic disc engages harder and is less forgiving in traffic — that is the trade, and it is the right one only if the truck genuinely races.
Already running one of our kits and only the disc is worn? Pro, Dual Comp and Metallic discs are sold individually, and the 10" pressure plate is available on its own — a heavy duty replacement that gives a firmer pedal without overpowering your clutch hydraulics.
Everyone knows a lighter flywheel makes an engine rev faster. On a truck with big tyres, that is the wrong goal.
The 35 lb High Torque billet steel flywheel deliberately adds weight. The extra inertia keeps the engine up in its powerband between shifts instead of falling out of it — which is exactly what happens when 33" tyres load a 2.7L four during a gearchange.
If your truck runs 32" tyres or larger, this recovers drivability that the tyres took away. It is the single most under-appreciated part on this page. A light flywheel belongs in a light car, not a geared-down truck.
The Pro Clutch and Flywheel bundle is the honest version of this job, because it includes the parts people skip and then regret:
That rear seal is the point. It is only accessible with the transmission out, which is precisely where you are during a clutch job. Fitting a new clutch and leaving a tired rear main seal behind it means doing the whole job again when it starts dripping onto the new disc. And if the crank flange has worn a groove, a new seal alone will leak straight away — which is why the Seal Saver sleeve is in the box.
The OEM flywheel bolt kit (Toyota 90910-02116, set of ten) is black oxide coated against corrosion.
These are torque-to-yield bolts. Do not reuse them. They stretch permanently on first tightening, and a reused one does not clamp to the same figure. The initial torque is 19 ft-lb followed by the angle specified in the instructions — follow the procedure rather than a single torque figure.
A clutch that will not fully release is often hydraulic rather than mechanical. The slave cylinder and master cylinder are both here, along with the throw-out bearing and the pilot bearing.
Replace both bearings with the clutch, every time. They cost very little next to the labour of removing a transmission, and a throw-out bearing that fails a year later means doing all of it again.
Not sure how much clutch you need? Tell us the power, the tyre size and what the truck does and we will size it properly.
