Hush Performance
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Hush Performance Race Proven Discovery and Developement hushperformance.com (303) 287-9685 [email protected]
With an undeniable urge to push forward and to keep creating newer more inventive products Hush Performance strives to achieve a goal only set by ourselves. Product development has been our ultimate goal and its just with our reach. Our products come from our own racing heritage creating product out of necessity. Through our own race proof and discovery we bring newer products to meet your performance goals.
Like most Honda enthusiasts, we bought these cars to swap the engine or make more power.
What we didn’t realize was that every upgrade exposed the next weak link.
More power led to better clutches.
Better clutches put more demand on the transmission.
More demand on the transmission put more demand on the clutch cable.
Eventually, the cable became the weak link.
That’s what led us to develop our cable-to-hydro conversion.
Today our CRX is back to running a stock D15, but everything we learned building faster Hondas is still built into the car. It’s become our rolling test bed and product display, while also preparing for what’s next.
If you’ve ever fought with clutch cables on an EF, we’d love to hear your experience.
Learn more at HushPerformance.com.
06/25/2026
🚨 Introducing Hush Performance Weekly Scratch & Dent!
Every week we’ll be featuring a different Scratch & Dent product with limited quantities and serious savings.
These aren’t defective parts. They’re the same products we normally sell—just with minor cosmetic blemishes that don’t affect performance.
This week’s featured item:
Black Anodized DC Hood Hinges
1994–2001 Acura Integra
💲 $219.99 (Regularly $274.99)
Every set includes:
✅ Brand-new gas springs
✅ Complete mounting hardware
✅ 5-year gas spring warranty
✅ Same billet quality
✅ Same performance
What to expect:
• Minor scratches, chips, or handling marks in the black anodized finish.
• Photos show examples of the blemishes you may receive.
• Orders are fulfilled at random—individual sets cannot be selected.
• Steel hood gas springs are included. They can also be used with carbon fiber hoods, but lighter hoods may require guiding the hood during the final portion of opening due to the higher spring force.
• U.S. shipping only.
When they’re gone, they’re gone.
Check back every week to see what’s next.
👉 HushPerformance.com
People often ask why we started making billet hood hinges.
The answer isn’t because they look cool.
It came from solving the same problems over and over again.
Missing props.
Broken props.
Universal hood struts that weren’t designed for the car.
A hood that’s only supported from one side.
Every builder has a different reason.
Those reasons are what led us to develop our billet hood hinges.
Sometimes the best products don’t start with an idea.
They start with a problem.
Available applications:
• 1988–1991 Honda Civic Hatchback & CRX (EFHH2)
• 1992–1995 Honda Civic Hatchback, Coupe & Sedan (EGHH2)
• 1994–2001 Acura Integra 2-Door & 4-Door (DCHH1)
Learn more at www.hushperformance.com
What made you start looking for hood hinges in the first place?
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 years, I thought every Honda needed more power.
The first thing I’d do was pull the engine and start planning the next swap.
This EF changed that.
Instead of tearing it apart, I started improving everything around the engine. Suspension, brakes, shifter feel, motor mounts, battery relocation, clutch operation, hood hinges—everything that affects how the car actually feels to drive.
The funny thing is, the more I improved the car, the less I cared about the horsepower number.
This is still a stock D15B2.
It still has air conditioning.
It starts every time I turn the key.
And it’s one of the most enjoyable Hondas I’ve owned.
That’s not because it’s fast.
It’s because for the first time, I stopped chasing the next engine long enough to enjoy the car I already had.
What’s one modification you’ve made that improved your car more than adding horsepower?
At Hush Performance, we didn’t set out to make cable-to-hydraulic conversions. We had a problem.
Our EF needed a hydraulic transmission, and like many Honda enthusiasts, we found ourselves moving toward hydraulic B-series, D-series, and newer transmissions because they continued to evolve, became easier to source, and offered a wider range of options.
Once we solved that problem, another one appeared.
What about the builders who are heavily invested in their cable B-series transmissions? Maybe they have an expensive L*D, custom gear ratios, or a transmission setup they don’t want to replace—but the cable clutch system itself has become the limitation.
This video is one of our experiments: adapting a hydraulic release bearing inside a cable transmission. It’s extremely niche, requires permanent modification, and likely won’t become a product.
But it represents what we do: solve problems.
For most cable B-series owners, our external slave adapter is a much simpler solution, allowing you to convert the clutch operation to hydraulic while retaining your cable transmission.
If you have a 1984–1993 Civic or Integra and need to run a hydraulic transmission, are doing a K-series swap, or want to convert your existing cable B-series to hydraulic operation, check out our cable-to-hydraulic solutions at Hush Performance.
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.
When we needed more room in the engine bay, we asked a simple question:
Why redesign the entire brake system when the booster is the part taking up the space?
Our brake booster delete plate removes the bulky factory booster while retaining your OEM dual-circuit master cylinder and original brake lines. No custom plumbing. No single outlet race master cylinder.
Originally developed for Honda Challenge racing, this setup provided a more consistent brake feel while meeting regulations that required a dual-circuit braking system.
Yes, manual brakes require more pedal effort. That is expected when removing vacuum assist, but many racers prefer the direct and consistent pedal feedback.
Whether you’re making room for a turbo system, large intake manifold, supercharger, or a custom swap, this is a simple way to create the clearance you need while keeping the components that already work.
More room. Less complexity.
Available now at https://www.hushperformance.com/category/brakes
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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 |