Exedy vs ACT Clutch Kits: 2006-2015 Mazda MX-5 Miata

A clutch kit for the 2006–2015 Mazda MX-5 Miata (NC) is the friction disc, pressure plate, and release bearing that transfer the 2.0L engine’s power to the gearbox — and on a car this light and this often-tracked, it is the single upgrade that most changes how the drivetrain feels. The NC is a slipping-clutch favorite: autocrossers, drift-missile builders, and 150,000-mile daily drivers all end up shopping the same parts. In our Tampa shop we pull NC transmissions often enough that the four kits below — Exedy, ACT, Action Clutch, and XClutch — cover almost every reason an owner is under the car in the first place. This guide compares all four, from the roughly $330 OE-feel disc to the $569 high-clamp street-and-track unit, and tells you which one fits your gearbox.

Why the NC Miata Chews Through Clutches

The NC’s 2.0L MZR LF-VE four-cylinder makes roughly 158–170 horsepower and about 140 lb-ft of torque depending on model year — the 2006–2008 cars are commonly quoted near 170 hp, the revised 2009–2015 (NC2/NC3) tune around 167 hp with a higher 7,000-rpm redline. That is not a lot of power, but the NC weighs only about 2,480 lb, so owners drive these cars hard: redline shifts, heel-toe downshifts, autocross launches, and the occasional lapping day. Add 100,000-plus miles and a factory organic disc that was only ever rated for stock output, and a worn, slipping, or chattering clutch is the most common drivetrain job we see on NCs in Tampa.

The good news: because the NC shares its basic clutch architecture across the whole 2006–2015 run, the aftermarket support is deep. You can buy a pure OE-replacement organic disc, a street-performance ceramic-faced upgrade, or a high-clamp pressure plate — all in the same $330–$570 range, and all in stock at NLP Performance. The trick is matching the clutch to how you actually drive, and to the gearbox bolted behind your engine.

Exedy vs ACT vs Action Clutch vs XClutch: Quick Comparison

Here is how the four NC Miata clutch kits stack up at a glance. The “Fits” column matters more than any other on this car — the 5-speed and 6-speed gearboxes use different part numbers, so confirm yours before you buy (more on that below).

Exedy Stage 1 Organic: The Best All-Around NC Miata Clutch

The Exedy Stage 1 Organic is the clutch we hand most NC owners, and it is our top pick. Exedy (formerly Daikin) is an original-equipment clutch supplier to several Japanese automakers, so its Stage 1 Organic disc is engineered to feel like the factory part — smooth take-up, quiet engagement, and a light, progressive pedal — while using fresh friction material and a new pressure plate and release bearing. For a stock-to-bolt-on NC (intake, header, cat-back, tune), it holds the engine’s ~140 lb-ft without drama and will not chatter in traffic. At around $330 it is also the least expensive kit here, which makes it our budget pick as well as our overall winner.

XClutch ClutchPro: The Budget OE-Replacement Pick

If your only goal is to put a tired, high-mileage 5-speed NC back on the road without over-building it, the XClutch ClutchPro Organic kit is the smart money. It is a standard-replacement organic disc with a sprung hub — essentially an OE-spec restoration kit — sold at around $360 complete with the pressure plate and release bearing. XClutch is the enthusiast line from Australian Clutch Services, and the ClutchPro tier is built to factory clamp and friction targets, so pedal feel and engagement stay stock. This specific kit is cataloged for the 5-speed NC (the Sport trim), so verify your gearbox first.

Action Clutch Stage 2: Street Performance With More Bite

When an NC owner has added a supercharger-ready tune, is tracking the car regularly, or simply wants more positive engagement than an organic disc gives, the Action Clutch Stage 2 is the next rung. Stage 2 pairs an upgraded performance-street friction disc with a sprung hub and an uprated pressure plate — so it holds noticeably more torque and tolerates more heat than a stock organic, while the sprung hub keeps it civil enough to drive every day. At about $483 it is cataloged here for the 6-speed gearbox. Expect a slightly firmer pedal and a bit more engagement “grab” than the Exedy, which is exactly what a harder-driven NC wants.

ACT HD/Perf Street Sprung: Maximum Clamp for Autocross and Track

The ACT HD/Perf Street Sprung kit is the hold-it-all option, and the reason owners cross-shop it against the Exedy. ACT’s “HD” pressure plate uses a higher clamp load than the factory unit, so it resists slip under hard launches, aggressive downshifts, and sustained track heat; the “Performance Street” sprung organic disc keeps engagement smooth enough to live with on the street. At $569 it is the most expensive kit in this comparison, but it is still a street-friendly setup — not a race-only puck clutch — which is why it is the sweet spot for an autocross or lapping-day NC that still gets driven to work.

5-Speed vs 6-Speed: Buy the Right Clutch for Your Gearbox

This is the one mistake that turns an NC clutch job into a returned part. The 2006–2015 MX-5 came with two different manual transmissions: a 5-speed (standard on the base/Sport trim) and a 6-speed (Touring, Grand Touring, and Club). The two gearboxes do not use interchangeable clutch discs — the input-shaft spline and disc differ — which is exactly why Exedy, Action Clutch, ACT, and XClutch all publish separate 5-speed and 6-speed part numbers. Before you order, confirm which box you have: count the gears, or check the build sheet for the trim. In our install bay the fastest confirmation is simply shifting into the top gate — if there is a sixth forward gear, you need the 6-speed kit. Order the part number that matches, and the install is straightforward; order the wrong one and the disc will not seat on the splines.

What Else to Replace During an NC Miata Clutch Job

A clutch replacement on the NC is a transmission-out job that runs roughly 4–6 hours of labor, and the gearbox is only out of the car once — so replace the wear items while you are in there. Every kit above already includes a new release (throwout) bearing, which is the correct call. Beyond that, we recommend inspecting and typically replacing the pilot bearing, checking the rear main seal for seepage, and either resurfacing or replacing the flywheel if the friction face is scored, blued, or heat-checked. A fresh clutch on a glazed flywheel will chatter and never bed in properly. We also clean the input-shaft splines and apply a light film of high-temp grease so the new disc slides freely. Do these four things at the same time and a good NC clutch will last well past 60,000–100,000 street miles.

Not sure which kit matches your build, gearbox, or power level? Browse the full clutch kit collection at NLP Performance or message our Tampa, FL team and we will confirm the right part number for your exact NC before you buy.