ACT XT/Race Sprung 6 Pad Clutch Kit
ACT NS1-XTG6 is a high-clamp race clutch for the turbocharged SR20DET as fitted to the Japanese-market Nissan Silvia K (S13 and S14), the Silvia Spec-R (S15) and the Bluebird SSS Attessa. It is the kit SR20 owners reach for once a bigger turbo and more boost start overpowering an organic disc: revs flaring on a pull, a clutch that lets go mid-drift, or a disc that comes out burnt after a track day.
The kit pairs ACT's Xtreme pressure plate with a six-pad ceramic disc that has a sprung hub. The Xtreme diaphragm is stiffer than ACT's Heavy Duty plate, so it clamps harder and deflects less at high rpm. Six ceramic pads take far more heat than a full organic facing, which matters on a rear-drive car that gets clutch-kicked or launched repeatedly. The springs in the hub soak up torsional pulses from the four-cylinder before they reach the gearbox, a real benefit on the Silvia five-speed and the S15 six-speed compared with a rigid race hub.
ACT rates NS1-XTG6 at 565 ft-lb at the crank, 127 percent over the original clutch, on a 240 mm (9.4 in) disc with a 1.0 in input spline. In the box: the N015X Xtreme pressure plate, the 6240306 six-pad sprung race disc, the AT01 alignment tool, the PB1012 pilot bushing and the RB810 release bearing. ACT lists the feel as moderate to heavy pedal effort, aggressive engagement and OE to mild gear rattle, and recommends it for high horsepower street or race use.
Slip on these cars is often hydraulic or contamination related, so check that first. Bleed the clutch line, confirm the pedal comes all the way back, and look for a weeping slave or master cylinder. Inspect the bellhousing for oil from the rear main seal. Then do a steady full-throttle pull in fourth from low rpm and watch the tach against road speed. The road test is laid out in our slipping diagnosis guide, and shift flare vs. slip covers how to tell real slip from a flare on a shift.
Our listing does not name a vehicle, so here is ACT's application for NS1-XTG6: the 1990-1998 Nissan Bluebird SSS Attessa LTD, the 1991-1998 Silvia K and the 1999-2002 Silvia Spec-R, all with the 2.0L SR20DET turbo. These are Japanese-market cars; ACT does not list a US-model vehicle for this part. If you are running an SR20DET in a US 240SX, the flywheel and transmission you used decide whether it bolts up, so tell us the engine, transmission and flywheel before ordering. A 240SX with the factory KA24DE uses a different ACT kit, such as the NX1-XTG6. More clutch parts are in our rebuild kits section.
For a smoother street car, the NS1-XTSS keeps the Xtreme plate with an organic disc. For dedicated competition use, the NS1-XTR6 uses a rigid six-pad disc, and the NS1-HDG6 pairs the sprung race disc with a lighter Heavy Duty plate.
| Brand | ACT |
| Part number | NS1-XTG6 |
| Fits | ACT XT/Race Sprung 6 Pad Clutch Kit |
| Type | Clutch Kits - Single |
| Condition | New |
| Ships | Same business day (in stock), from the USA |
| Warranty | 1-year |
ACT lists the 1990-1998 Nissan Bluebird SSS Attessa LTD, 1991-1998 Silvia K and 1999-2002 Silvia Spec-R with the 2.0L SR20DET turbo. These are Japanese-market applications.
It depends on the flywheel and transmission in the car. Send us the engine, transmission and flywheel details and we will confirm before you order. A stock KA24DE 240SX uses a different kit.
No. The kit includes the N015X pressure plate, 6240306 six-pad sprung disc, AT01 alignment tool, PB1012 pilot bushing and RB810 release bearing. Resurface or replace your flywheel at install.
ACT rates it at 565 ft-lb measured at the crank, 127 percent over the original clutch.
Both use the Xtreme plate. The XTG6 disc has a sprung hub that damps driveline shock; the XTR6 disc is rigid, which saves weight but passes more vibration to the transmission and suits dedicated race cars.
ACT says race discs usually need only a few hard slips to lap in the surfaces, and warns against overheating the clutch during break-in.
