Parts for your 2009 Honda Stream-Cluth slave cylinder

2009 Honda Stream cluth-slave-cylinder: do you actually have one?

Short answer: most 2009 Honda Stream owners in Australia and New Zealand won’t have a cluth-slave-cylinder at all. The second‑gen Stream (RN6–RN9, 2006–2014) was supplied almost entirely with a 5‑speed automatic or a CVT in our market and via JDM imports. Those transmissions don’t use a clutch pedal or a hydraulic clutch circuit, so there’s no slave cylinder to service.

This conclusion lines up with technical references including the Honda Stream RN6–RN9 Workshop Manual (Powertrain sections for AT/CVT vs Manual), Honda’s Electronic Parts Catalogue (which only lists a “Slave Cylinder, Clutch” for the rare 5‑speed manual trims), and the RN6/RN9 new‑model and JDM brochure specs, which show AT or CVT as standard on most grades. Auto and CVT Streams use a torque converter or internal CVT clutch packs managed by transmission fluid pressure, not an external hydraulic cluth-slave-cylinder.

That said, a small number of 2009 Streams were built with a 5‑speed manual. If someone’s RN6/RN7 is one of those, then yes—a hydraulic clutch with a cluth-slave-cylinder is fitted on the gearbox bellhousing.

For manual owners: the cluth-slave-cylinder converts pedal effort (via the clutch master) into movement at the release fork, disengaging the clutch so gears select smoothly. Over time, the slave’s internal seals can wear, leading to fluid weep, a low/soft pedal, poor disengagement, or hard shifts when hot. It shares brake fluid (DOT 3 or DOT 4), so old, moisture‑laden fluid can corrode the bore and shorten its life. As part of regular servicing, it’s smart to flush the clutch hydraulic circuit every 2 years or 40,000 km, bleed out air, and check the slave’s dust boot and line fittings for leaks.

• Common clues it’s on the way out: spongy pedal, clutch engagement near the floor, visible dampness at the cylinder/line, and difficulty selecting first or reverse.
• Basic care: keep the reservoir clean and topped with fresh DOT 3/4, inspect the flexible hose for cracking, and ensure the release fork pivot is lightly lubricated (keeping grease off the friction surfaces).

Replacement is straightforward for a competent tech: clamp or drain the line, unbolt the old cylinder, fit the new unit with fresh crush washers where required, then bleed thoroughly (short, patient strokes, don’t mash the pedal). It’s often wise to replace the clutch master at the same time, as ageing pairs tend to fail close together. Quality aftermarket or genuine parts both work—just avoid no‑name seals. Expect roughly 1 hour of labour plus a fluid flush. After fitting, confirm full pedal feel and clean, chatter‑free engagements on a road test.

Technical sources referenced: Honda Stream RN6–RN9 Workshop/Service Manual (Manual Clutch and AT/CVT sections), Honda Electronic Parts Catalogue for RN6/RN7 (manual vs AT/CVT listings), Honda RN6/RN9 new‑model and JDM sales literature indicating transmission availability.

How can someone tell if their 2009 Honda Stream has a cluth-slave-cylinder?

If it’s got a clutch pedal and a 5‑speed manual shifter, it’ll have a cluth-slave-cylinder on the gearbox. Automatic or CVT models won’t. A quick look down the front of the transmission for a small cylinder pushing a fork is the giveaway.

What fluid does the cluth-slave-cylinder use, and how often should it be changed?

Honda specifies DOT 3 or DOT 4 brake fluid for the clutch hydraulic system. In Aussie and Kiwi conditions, a 2‑year or 40,000 km interval keeps moisture and corrosion at bay. Always use fresh, unopened fluid and avoid contaminating paintwork.

What are the signs a 2009 Honda Stream cluth-slave-cylinder is failing?

Look for a soft or sinking pedal, difficulty selecting gears (especially first/reverse), engagement right at the floor, or fluid weeping at the slave or hose. If symptoms appear, inspect both the slave and the master cylinder, as they often age together.