The clutch disc is the heart of a manual transmission's clutch system. It is the part that wears, the part that determines how smooth your clutch engagement feels, and the part responsible for the difference between a driveline that pulls cleanly and a driveline that chatters, slips or rattles. On a classic BMW L6 with M30 inline-6 power, a worn clutch disc shows up first as slipping under load (engine revs climb without matching road speed), then as a high engagement point where the pedal almost has to come all the way up before the car catches, then eventually as complete loss of drive.
A verified used BMW L6 clutch disc restores OEM engagement smoothness and full torque transmission at a fraction of new parts pricing, which is increasingly important as the classic BMW parts market ages. We measure friction material thickness on every disc, verify flatness with a straight edge, check spline wear, and confirm the sprung center hub springs are intact before shipping.
Get your L6 back to crisp clutch action with a tested disc today.
The BMW L6 clutch disc is a 240mm steel disc with friction material bonded or riveted to both sides and a 10-spline center hub. The disc is sandwiched between the engine flywheel and the clutch pressure plate. When the clutch pedal is released, the pressure plate clamps the disc against the flywheel with the diaphragm spring force, and engine torque transmits through the friction interface, through the disc body, through the sprung center hub springs, and out the splined hub to the transmission input shaft.
The sprung center hub is one of the design details that distinguishes a good OEM-spec clutch from a basic budget aftermarket alternative. The small coil springs in the hub absorb engine pulsations and torsional driveline vibration, reducing gear rattle at idle and smoothing torque reversals on shifts. A non-sprung (rigid hub) racing-style disc transmits everything mechanically and works in racing but is harsh on a street car.
The BMW L6 was the luxury-trim variant of the E24 6-Series grand touring coupe, sold in the US market for the 1987 to 1989 model years. The L6 sat above the 635CSi in the US lineup with additional luxury features.
The E24 6-Series ran globally from 1976 to 1989 across multiple engine configurations including the M30 SOHC inline-6 (US 633CSi, 635CSi, L6) and the M88 DOHC inline-6 (Euro M635CSi, US M6). The L6 specifically applies to the late-production E24s with the M30B35 SOHC engine in luxury trim. The E24 was replaced by the E31 8-Series for 1991.
BMW used the same fundamental clutch architecture across most M30-equipped manual transmission applications of the mid 1980s and early 1990s. The L6 clutch disc typically cross-references to:
Always verify cross-reference against your specific BMW part number before ordering. Some late E24 and E32 variants used slightly different disc specifications.
Our team works with classic BMW M30-powered platforms regularly including E24, E28, E32 and Z1 cars. We will help you confirm cross-reference fitment to your specific BMW model and confirm the right disc spec for your application. Call (240) 301-0095 with your VIN and we will verify the BMW part number.
| Vehicle | Compatibility |
|---|---|
| BMW L6 (E24 chassis) | US 1987 to 1989 with M30B35 3.5L SOHC inline-6 and Getrag 260/5 5-speed manual |
| BMW 635CSi (E24 chassis) | US 1985 to 1989 with M30B35 and Getrag 260/5 |
| BMW 535i (E28 chassis) | US 1986 to 1988 with M30B35 and Getrag 260/5 |
| BMW 735i (E32 chassis) | US 1988 to 1992 with M30B35 and Getrag 260/5 |
| BMW 533i (E28 chassis) | US 1983 to 1984 with M30 and Getrag 260/5 |
| BMW M5 (E28 chassis) | US 1988 with S38 inline-6 and Getrag 280, verify part number separately |
| BMW M6 (E24 chassis) | US 1987 to 1989 with S38 inline-6 and Getrag 280, verify part number separately |
| NOT Compatible | BMW automatic transmission variants of any of the above (use torque converter, not clutch disc), 4-cylinder BMWs of the same era (different disc diameter), and any non-M30 or non-S38 BMW without verifying part number cross-reference |
| Part Type | Clutch friction disc, driven disc |
|---|---|
| Vehicle Application | BMW L6 E24 (US 1987 to 1989) with cross-reference to M30-equipped manual BMWs |
| Diameter | Approximately 240mm (9.45 inches) |
| Spline Count | 10-spline center hub |
| Transmission Match | Getrag 260/5 5-speed manual |
| Friction Material | Organic compound or sintered metallic |
| Sprung Center Hub | Yes, with coil dampening springs |
| Disc Construction | Steel body with bonded or riveted friction material |
| Torque Capacity | Approximately 200 to 250 lb-ft OEM spec |
| Approximate Weight | 2 to 3 lbs |
| Mounting | Between flywheel and pressure plate |
| Installation Difficulty | Advanced DIY or shop work, transmission removal required |
| Tools Needed | Transmission jack, alignment tool, standard hand tools |
| Coding Required | No |
| Service Life | Typically 60,000 to 150,000 miles |
| Price | $99.00 |
Working on a 1988 L6 restoration and needed a clutch disc that was actually verified and not just listed as 'fits.' Vaz measured friction thickness and sent me the depth gauge reading in an email before shipping. Disc arrived clean, sprung hub springs all intact, splines look fresh. Installed alongside a new pressure plate and throwout bearing, alignment was straightforward with the BMW tool. Clutch engagement is smooth and quiet, gear rattle is gone. Real classic BMW expertise behind this purch
Got this for my 1987 635CSi (Vaz confirmed cross-reference on the phone). Friction material was a little thinner than I would have preferred for a long-term install but they were upfront about the measurement before shipping. Sprung hub feels solid. One star off because the rivets show some patina (purely cosmetic), but functionally everything is right. Tough to find verified used parts for these classic cars and Vaz did a good job.
Contact (240) 301-0095 within 15 days of delivery.
