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Hush Performance Race Proven Discovery and Developement hushperformance.com (303) 287-9685 [email protected]
A head of its time.
06/24/2026
L3SA UPDATE
If you’re running an original 1988-1991 Honda cable D-series transmission (L3) but want the benefits of a hydraulic clutch system, that’s exactly what our L3SA was designed for.
The L3SA allows a hydraulic clutch system to operate the factory cable-style D-series transmission, eliminating the clutch cable while keeping the original transmission in place.
For many enthusiasts, this means stronger clutch options, more consistent pedal feel, reduced cable failures, and the ability to continue using their existing transmission without converting to a newer hydraulic gearbox.
Recently, while helping a customer with his installation, we identified a situation that wasn’t clearly addressed on the product page.
Most customers purchase our cable-to-hydro conversion and L3SA adapter together. When purchased together, we build the clutch line specifically for that combination, so everything fits correctly right out of the box.
However, some customers purchase the L3SA separately, already have a hydraulic conversion, or are building their own custom setup. In those cases, clutch line routing and reach can vary depending on the chassis and components being used.
To make those installations easier, we’ve added an optional extension adapter.
This extension bridges the gap between the slave cylinder and existing clutch line when additional reach or routing flexibility is needed.
A few important notes:
• The extension adapter is optional
• It is not included with the standard L3SA kit
• Most customers will not need it
• It is intended for custom setups, existing conversions, and situations where components were purchased separately
We’ve updated the product page with additional photos and information to help customers determine whether the extension may be beneficial for their specific setup.
As always, if you’re unsure what combination is right for your project, send us a message with your chassis, transmission, and clutch setup and we’ll help point you in the right direction.
This CRX started as a rolling test platform for many of our products.
Hood hinges.
Battery relocation.
Cable-to-hydraulic conversion.
Brake booster delete.
Wide front end.
But the more time I spend with this car, the more I realize the biggest improvements aren’t always the ones people talk about.
This time it was the steering rack.
The original rack had developed play in the inner joint. Nothing dramatic. The car still drove. But every bump, every steering input, and every drive reminded me something wasn’t quite right.
So I replaced it.
No horsepower gained.
No dyno sheet.
No flashy modification.
Just another step toward making the car feel the way it should.
The funny thing is, this has become one of the biggest lessons this CRX has taught me.
A lot of us spent years chasing the next engine swap while overlooking the little things that affect every mile we drive.
What’s one modification you’ve made that improved your car more than you expected?
For decades, Honda enthusiasts have made the choice to sacrifice brake assist when engine bay space became more valuable for their goals.
Large intake manifolds, superchargers, turbo systems, and custom engine combinations can all compete for the same real estate.
We didn’t invent the brake booster delete. We designed a chassis-specific solution that allows you to retain your OEM master cylinder and brake lines in most applications without custom brake plumbing or pedal modifications.
Manual brakes are a trade-off. More space comes at the expense of brake assist. The key is understanding your goals and choosing the right parts for your build.
Available for:
• 88–91 Civic/CRX (EF)
• 92–95 Civic (EG)
• 96–00 Civic (EK)
• 90–93 Integra (DA)
• 94–01 Integra (DC)
Off-road race use only.
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Telephone
Address
Commerce City, CO
80022
Opening Hours
| Monday | 8am - 6pm |
| Tuesday | 8am - 6pm |
| Wednesday | 8am - 6pm |
| Thursday | 8am - 6pm |
| Friday | 8am - 6pm |
