R32 Skyline GT-R Clutch Install: Exedy Hyper Triple

Upgrading the R32 Skyline GT-R clutch is the single most important drivetrain job once you start chasing real power from the RB26DETT. The factory pull-type single-plate was engineered around the car’s gentleman’s-agreement 276 hp and roughly 260 lb-ft rating — not the 500, 700, or 900-plus lb-ft that modern turbos, injectors, and E85 tunes make. This step-by-step guide walks through why the stock clutch slips, how the Exedy Hyper Triple Cerametallic kit is built, the exact torque values for an RB26 flywheel and pressure plate, and how to bed the discs so they last. Everything here is written for the 1989-1994 BNR32 GT-R and its close R33 cousin.

Why the R32 Skyline GT-R Needs a Clutch Upgrade

The R32 GT-R needs a clutch upgrade because the OEM single-plate is torque-limited to the RB26’s stock output and begins to slip as soon as boost and fueling are raised. From the factory the twin-turbo 2.6L inline-six was rated at 276 hp and roughly 260 lb-ft, a figure capped by Japan’s gentleman’s agreement; independent testing has shown the real number was closer to 310-320 hp and near 300 lb-ft. The stock organic disc has almost no margin above that.

Add a set of larger turbos, 800cc-plus injectors, and an aggressive tune, and a healthy RB26 will make 450 to 700-plus lb-ft at the crank. The moment clamp load is exceeded, the disc glazes, the car stops accelerating under full throttle in the higher gears, and heat soaks the pressure plate. On a car this valuable, riding a slipping clutch also risks warping the flywheel and contaminating the bellhousing with friction dust.

One detail that trips up first-time builders: the RB26 uses a pull-type clutch actuation. The release fork pulls the pressure plate fingers toward the transmission rather than pushing them. Any replacement clutch and release bearing must be a pull-type unit designed for the RB gearbox, which is exactly how the Exedy Hyper Series kits for the GT-R are configured.

Exedy Hyper Triple Clutch: Specs and Why It Works

The Exedy Hyper Triple Cerametallic (part NM043SR) is a triple-disc, 200mm race clutch rated for 900 lb-ft (1,220 Nm) at the flywheel and roughly 720 lb-ft (980 Nm) at the wheels. It uses three cerametallic friction discs on a rigid hub, a pull-type forged aluminum cover, and a chromoly steel flywheel. Splitting the load across three small discs is what lets a 200mm assembly hold nearly a thousand pound-feet while spinning up faster than the heavy factory unit.

Because the intermediate plates are self-leveling, the Hyper Triple disengages cleanly and quiets the gearbox rattle that plagues cheaper multi-plate kits. Exedy also reduces rotating inertia by 20-30% over the OEM flywheel-and-clutch package, which sharpens throttle response and lets the RB26 rev faster between shifts — a real benefit on a sequential-feeling street car. The trade-off is a rigid (non-sprung) disc: engagement is more abrupt than stock, and idle chatter is normal for a cerametallic race clutch.

Which R32 GT-R Clutch Is Right for Your Power Level?

The right clutch depends on your target power and how often the car sees the street. A daily-driven 400 lb-ft build is happy on a sprung single or a street stage kit, while a 700-plus lb-ft drag or time-attack RB26 needs a rigid twin or triple. The table below compares five clutch options we stock for the R32 GT-R, from budget street kits to the flagship Hyper Triple.

Capacity figures are approximate manufacturer-class estimates; verify against your specific power target and use case.

Tools and Parts You Will Need

A clutch swap on the R32 GT-R is a gearbox-out job. Because the GT-R is all-wheel drive, you are also dropping the front driveshaft and transfer-case linkage, so budget a full day and a helper. Gather these before you start:

• Exedy Hyper Triple clutch kit (NM043SR) — discs, cover, chromoly flywheel, and flywheel bolts
• Exedy Hyper Series Accessory Kit (NSAK103) — the pull-type release bearing and hardware; required with every Hyper clutch
• Transmission jack or a floor jack with a cradle, plus a second jack for support
• Clutch alignment tool sized for the 24-tooth RB26 input spline
• Calibrated torque wrench (10-150 ft-lb range) and a flywheel locking tool
• Thread locker, brake/clutch cleaner, and a dab of high-temp moly grease for the spline
• New transmission and transfer-case fluid for refill

If your flywheel shows heat cracks or blue spots, replace it now — the Hyper Triple ships with its own chromoly flywheel, but on twin and single kits you may reuse a resurfaced OEM unit or step up to an Exedy lightweight flywheel.

How to Install the Exedy Hyper Triple Clutch (Step by Step)

Work safely on a lift or on four rated jack stands, disconnect the battery, and support the engine before the transmission comes out. The sequence below is the process our Tampa shop follows on a BNR32.

1. Remove the transmission

Drain the gearbox and transfer case, mark and disconnect the front and rear driveshafts, then unbolt the transfer case and starter. Support the engine oil pan with a jack and a block of wood, remove the crossmember, and unbolt the bellhousing. Ease the transmission straight back off the input shaft — never let it hang on the clutch.

2. Remove the old clutch and inspect

Lock the flywheel and remove the pressure plate bolts in a crossing pattern, then pull the clutch pack. Inspect the flywheel friction face, the rear main seal, the pilot area, and the release fork pivot. Any oil weep must be fixed now, while access is open.

3. Bolt on the chromoly flywheel

Clean the crank flange, apply thread locker to the supplied flywheel bolts, and torque them in a star pattern to approximately 87-95 ft-lb (118-129 Nm). Confirm the exact value against your hardware maker’s spec — ARP bolts, for example, are commonly torqued to 95 ft-lb with their moly assembly lube.

4. Assemble the triple-disc pack

Stack the discs and intermediate plates in Exedy’s marked order, using the alignment tool to hold everything concentric. Lightly grease the input spline with moly, wipe off any excess so it cannot fling onto the friction faces, and slide the discs on to confirm free movement.

5. Torque the cover and fit the release bearing

Snug the pressure-plate-to-flywheel bolts evenly in a crossing pattern, then torque to 25-33 ft-lb. Install the new NSAK103 pull-type release bearing onto the fork — because this is a pull-type system, the bearing clips to the diaphragm fingers, so verify it seats before the transmission goes back on.

6. Reinstall and refill

Support the transmission level, align the input shaft to the spline, and slide it home without forcing — if it stops short, the discs are misaligned, not stuck. Reinstall the transfer case, crossmember, starter, and driveshafts, refill both the gearbox and transfer case, bleed the clutch, and check pedal feel before the car touches the ground.

Break-In: How to Bed a Cerametallic Clutch

A cerametallic clutch must be bedded in before hard use or it will slip and glaze prematurely. Exedy recommends about 300 miles of gentle street driving: smooth starts, part-throttle shifts, and absolutely no launches, burnouts, or full-boost pulls. This heat-cycles the friction material and mates it to the new flywheel and pressure plate.

Expect some idle rattle and a firmer, more abrupt pedal than stock — that is normal for a rigid triple-disc race clutch, not a fault. After the bed-in period, recheck the clutch fluid and pedal free-play, then the car is ready for full-power driving.

What to Expect After the Upgrade

After the Hyper Triple is installed and bedded, the R32 GT-R holds full boost without slip and shifts with a lighter, faster-revving feel thanks to the reduced rotating mass. Drag racers see more consistent 60-foot times because the clutch no longer gives up mid-launch, and time-attack cars gain repeatable clutch feel through long sessions. The trade-off is livability: rigid engagement, some cold chatter, and a heavier pedal are the price of a 900 lb-ft race clutch.

If your GT-R is a street car making 450-600 lb-ft, the sprung Exedy Hyper Twin or a SPEC Stage 2 will feel closer to stock while still holding your power. For a purpose-built RB26 chasing four-figure horsepower, the Hyper Triple is the clutch that stops being the weak link. Not sure which kit matches your setup? Our Tampa team can spec it against your turbo and tune — browse the full lineup in our clutch collection or the broader drivetrain catalog.