Next Level Performance
July 26, 2026 • 9 min read
Our Verdict
The Exedy R2 Hyper Twin is the strongest street-drivable clutch you can bolt to a 1986–1989 RX-7 FC without going full race-only.
Rated at roughly 500 lb-ft (810 Nm) at the flywheel, the twin cerametallic discs ride on a sprung center hub for real street manners, and the kit ships complete with a lightweight chromoly flywheel and forged aluminum cover. For a 13B-T Turbo II build chasing 300–500 wheel horsepower, this is the clutch that stops the slip. Priced at $3,585.76 (down from $4,766.83) at NLP Performance.
Shop Our Top Pick →The Exedy R2 Hyper Twin Cerametallic clutch for the 1986–1989 Mazda RX-7 FC is a twin-disc, sprung-center upgrade built for high-power 13B-T rotary builds that have outgrown a single-disc clutch. If your Turbo II FC is slipping at the top of third gear, or you have a boosted 13B pushing past 300 wheel horsepower, this is the clutch enthusiasts reach for when they still want to drive the car on the street. In this review we break down the torque rating, the cerametallic friction material, the sprung-hub drivability advantage, what comes in the box, and exactly what else you need to install it.
Why the RX-7 FC Needs a Twin-Disc Clutch
The 1986–1992 RX-7 FC runs Mazda’s 13B-T "Turbo II" rotary, which left the factory making about 182–200 hp and roughly 183 lb-ft of torque. That is manageable for the stock single-disc clutch. The problem starts the moment you modify it: a bigger turbo, a front-mount intercooler, and a proper tune routinely push a 13B-T past 300–400 wheel horsepower, and rotary engines deliver that power with a sharp, sustained torque curve that punishes friction material.
A stock or entry-level organic clutch typically begins to slip around 250–300 wheel horsepower on a boosted FC. Once it slips under boost, the disc glazes, heat soaks the pressure plate, and the slip accelerates. A single high-clamp disc can buy headroom, but pedal effort and chatter climb quickly. A twin-disc clutch solves the problem differently: it splits the load across two friction surfaces, so total clamping area roughly doubles without the brutal pedal weight of a single race disc. That is why serious FC turbo builds converge on twin-disc setups.
The Exedy R2 Hyper Twin ships as a complete kit for the RX-7 FC 13B-T.
Exedy R2 Hyper Twin Cerametallic Clutch: The Overview
The Exedy R2 Hyper Twin (part number exeZM012SD) is a complete twin-disc, multi-plate clutch and flywheel kit for the 1986–1989 RX-7 FC 13B-T. Exedy rates its Hyper Multi twin-plate clutches at approximately 500 lb-ft (810 Nm) of torque at the flywheel – enough for the vast majority of street and drag 13B-T builds. The friction material is Exedy’s T5001 cerametallic compound, chosen for its high heat tolerance and repeatable engagement when the clutch is worked hard.
Two things separate this kit from a bargain twin-disc. First, it is a push-type unit that matches the FC’s factory release mechanism, so you are not re-engineering the clutch fork. Second, this specific configuration uses a sprung center disc rather than a solid/rigid disc – the detail that makes a twin-disc livable on the street. The kit arrives with a lightweight chromoly steel flywheel and Exedy’s signature purple anodized forged aluminum clutch cover.
Key Specifications
Sprung Center Disc: Street Manners Meet Race Capacity
The single most important spec on this kit is the sprung center disc. On a rigid (solid) twin-disc clutch, engagement is abrupt and driveline shock transfers straight to your ears as gear rattle and to your right foot as an on/off pedal. The sprung center hub adds torsional damper springs that cushion that shock, which reduces gear chatter and makes take-up progressive enough to launch smoothly in traffic.
This is the difference between a track-only clutch and one you can commute on. Cerametallic friction still bites firmer than a stock organic disc – you will feel a shorter, more decisive engagement – but the sprung hub keeps it from being the on/off switch that solid-disc race clutches are famous for. For an FC that sees weekend street miles between track days, the sprung-center Hyper Twin is the configuration to buy.
Exedy’s forged aluminum cover and T5001 cerametallic twin discs.
Twin-Disc vs a Single-Disc Upgrade: What Actually Changes
It is fair to ask whether a boosted FC really needs two discs. A quality single-disc upgrade – think a stage 2 cerametallic sprung disc – is cheaper, simpler, and can hold roughly 350–400 lb-ft with a stiffer pressure plate. The catch is how it gets there: a single disc raises clamp load to increase capacity, and that heavier diaphragm spring means a heavier pedal and a narrower, grabbier engagement window. Push a single disc near its limit on a 13B and heat becomes the enemy, because all of the slip energy dumps into one friction face.
A twin-disc spreads that same clamp load across two friction surfaces, so it holds roughly 500 lb-ft while keeping pedal effort closer to stock and shedding heat across more material. That is the core reason FC turbo builds jump to a twin like the Hyper Twin instead of stacking clamp load onto a single disc: you gain capacity and thermal headroom without turning the left pedal into a leg workout. The trade is up-front cost and a slightly heavier rotating assembly – both worthwhile once you are past ~350 wheel horsepower.
Two friction discs and an intermediate plate double the clamping area.
The Complete Package: Lightweight Flywheel and Rebuildable Design
Unlike a bare clutch disc, the Hyper Twin ships as a system. The included lightweight chromoly steel flywheel cuts rotating mass and inertia, so the 13B revs faster and blips cleaner for downshifts – a real benefit on a high-strung rotary. Exedy integrates the ring gear teeth directly onto the steel flywheel rather than pressing on a separate aluminum ring gear, eliminating the ring-gear-separation risk that affects some aluminum flywheels.
The other quiet advantage is serviceability. Exedy builds every Hyper Multi component as a replaceable part – the spline hub, disc assemblies, intermediate plate and cover can all be bought individually and rebuilt. When your friction discs finally wear out, you rebuild the same assembly instead of buying a whole new clutch. Over the life of a hard-driven FC, that keeps the true cost of ownership well below what the sticker suggests.
A one-piece chromoly flywheel with an integrated ring gear resists separation.
Exedy R2 Clutch and Driveline Options for the RX-7 FC
Here is how the Exedy R2 twin-disc system for the 1986–1989 RX-7 FC breaks down – the complete kit plus the individual rebuild and driveline pieces we stock. Every part links to its product page at NLP Performance.
| Part | Type | Best For | Price |
|---|---|---|---|
| Exedy R2 Hyper Twin Cerametallic KitTop Pick | Complete twin-disc clutch + flywheel | 300–500 whp street/drag 13B-T | $3,585.76 |
| Exedy R2 Lightweight Flywheel | Chromoly steel, standalone | Faster rev, cleaner downshifts | $484.09 |
| Exedy R2 Hyper Multi Spline Hub | Replacement / rebuild part | Rebuilding a worn Hyper Twin | $411.02 |
| Exedy R2 Hyper Multi Disc Assembly | Cerametallic friction disc, rebuild | Replacing worn friction material | $166.91 |
Friction discs are sold individually, so the Hyper Twin is fully rebuildable.
Installation and Fitment Notes
This clutch fits the 1986–1989 RX-7 FC with the 13B-T Turbo II engine and uses the factory push-type release, so no clutch-fork conversion is required. Because the RX-7’s rotary uses an eccentric-shaft counterweight, the lightweight flywheel requires the correct vehicle-specific flywheel counterweight – confirm you have it before install. Plan on a fresh pilot bearing and throwout bearing while the transmission is out.
Cerametallic friction needs a proper bed-in. Budget roughly 300–500 miles of easy, no-slip driving to seat the discs before you launch or hold high boost against the clutch. Done right, break-in gives you consistent, repeatable engagement for the life of the friction material. Expect a firmer pedal and a more mechanical feel than stock – that is the trade for holding 500 lb-ft in a car that weighs under 2,900 lbs.
One rotary-specific tip: the FC’s 5-speed and Turbo II release setup are sensitive to clutch pedal free-play and master/slave cylinder condition. Before you blame a new clutch for a soft or dragging pedal, bleed the hydraulics and set free-play to spec – a tired slave cylinder will mimic clutch problems on any FC. With healthy hydraulics and a correct counterweight, the Hyper Twin delivers the crisp, repeatable engagement that makes a high-power 13B genuinely enjoyable to drive.
Everything needed for the initial install ships in the Hyper Twin kit.
What We Like
- + ~500 lb-ft rating handles most 13B-T turbo builds
- + Sprung center disc keeps it street-drivable with minimal chatter
- + Complete kit – lightweight chromoly flywheel and forged cover included
- + Fully rebuildable with individually available parts
Things to Consider
- – Firmer pedal and more mechanical feel than a stock organic clutch
- – Cerametallic discs require a 300–500 mile bed-in before hard use
- – Overkill for a near-stock FC under ~250 whp
Frequently Asked Questions
How much torque can the Exedy Hyper Twin clutch hold on an RX-7 FC?
The Exedy R2 Hyper Twin is rated at approximately 500 lb-ft (810 Nm) of torque at the flywheel. That covers the vast majority of 13B-T Turbo II street and drag builds – typically anything in the 300–500 wheel-horsepower range. Builds targeting 600+ whp should step up to Exedy’s Hyper Triple, which is rated near 800 lb-ft but is solid-disc and not recommended for the street.
Is the Exedy Hyper Twin streetable on a 1986-1989 RX-7?
Yes. This configuration uses a sprung center disc with torsional damper springs, which cushions driveline shock and greatly reduces the gear chatter that solid-disc race clutches produce. Engagement is firmer and shorter than stock, but it is progressive enough to drive in traffic and launch smoothly, making it the twin-disc setup FC owners choose for a car that still sees street miles.
Does the Exedy Hyper Twin clutch come with a flywheel?
Yes. The Hyper Twin kit (part exeZM012SD) ships complete with a lightweight chromoly steel flywheel and Exedy’s purple anodized forged aluminum clutch cover, plus both cerametallic friction discs and the intermediate plate. You do not need to buy a flywheel separately for the initial install.
Will a twin-disc clutch chatter or be hard to drive?
The sprung center hub on this Hyper Twin specifically targets chatter, so it is far quieter and smoother than a rigid twin-disc. You will notice a firmer pedal and a more mechanical, decisive take-up than a stock organic clutch, but daily drivability is very good for a clutch in this power class. Proper bed-in matters – a rushed break-in is the most common cause of harsh engagement.
Does this clutch fit the RX-8 too?
Exedy’s Hyper Twin for the 13B platform shares fitment across the RX-7 FC Turbo II and the 2003–2011 RX-8 in many applications, but the correct part depends on your exact transmission and release setup. The listing here is confirmed for the 1986–1989 RX-7 FC. Contact NLP Performance to verify the right part number for an RX-8 before ordering.
What else do I need to install the Exedy Hyper Twin on my FC?
Plan for the vehicle-specific flywheel counterweight required by the rotary’s eccentric shaft, a new pilot bearing, and a fresh throwout (release) bearing. The clutch is push-type and matches the FC’s factory release, so no fork conversion is needed. Budget 300–500 miles of gentle driving to bed in the cerametallic discs after install.
Ready to Stop the Slip in Your RX-7 FC?
Shop the Exedy R2 Hyper Twin and thousands more clutch and driveline parts at NLP Performance.
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