Parts for your 2013 Honda Stream-Cluth slave cylinder

2013 Honda Stream cluth-slave-cylinder: is it used on this model?

Technical references for the second‑generation Honda Stream (chassis codes RN6–RN9) show that the 2013 model was supplied with automatic or CVT drivetrains, not a manual gearbox. That means there’s no cluth-slave-cylinder fitted to a factory 2013-honda-stream. A cluth-slave-cylinder is a hydraulic component that operates a manual clutch, with an automatic or CVT, there’s no need for it.

Why isn’t a cluth-slave-cylinder used here? The 2013 Stream’s 1.8‑litre variants use a 5‑speed automatic (Honda AT with DW‑1 fluid), while many 2.0‑litre trims use a Honda CVT (HCF‑2 fluid). These transmissions engage drive via a torque converter (and CVT pulleys/steel belt), not a manual friction clutch. As a result, there’s no clutch pedal, master cylinder, hydraulic line, or slave cylinder in the system.

For owners chasing drivability issues or fluid leaks and wondering about a “slave cylinder”, it’s worth pivoting checks to the transmission actually fitted. Common service items include fresh Honda ATF DW‑1 for the 5‑speed auto or Honda HCF‑2 for the CVT, plus inspections of driveshaft seals, the rear main seal, and cooler lines. Many workshops across Australia and New Zealand service AT/CVT fluid between 40,000–60,000 km under severe or urban conditions, but the best bet is to follow the Honda maintenance schedule for the specific VIN and gearbox.

• Honda Stream RN6–RN9 Service Manual (2012–2014 model coverage): details show automatic and CVT procedures with no hydraulic clutch circuit.
• Honda Electronic Parts Catalogue (EPC) for RN6–RN9: no listing for clutch master/slave components on 2013 trims.
• Honda Japan sales brochures/spec sheets (late‑cycle RN6/RN8): transmission offerings limited to 5AT and CVT.

Does the 2013 Honda Stream have a cluth-slave-cylinder?

No. With factory automatic or CVT transmissions, a cluth-slave-cylinder isn’t part of the drivetrain. Any “clutch” reference online usually relates to manual models from other Honda platforms or earlier generations sold in limited markets.

What should owners service instead of a cluth-slave-cylinder?

Focus on transmission fluid changes (Honda ATF DW‑1 for 5AT, Honda HCF‑2 for CVT), inspecting cooler lines, pan gasket, axle seals, and keeping an eye on shift quality. Using genuine or equivalent spec fluids is key for smooth take‑off and long gearbox life.

Can a manual swap (and a cluth-slave-cylinder) be retrofitted to a 2013-honda-stream?

It’s a major job: pedal box, clutch hydraulics, manual transmission, ECU/TCM, wiring, and certification/compliance. For most owners in AU/NZ, it’s not cost‑effective compared with maintaining the existing auto or CVT.