I am collecting as much information as I can on the d-series tranny - the generically named "L3". Below is a table of the most common transmissions and their gear ratios:
| Civic & CRX DX |
Civic & CRX Si |
JDM Teg ZXI |
JDM DOHC Si |
Civic
Si/EX |
Civic
DX |
Civic
CX/VX |
EG ZC From D16A8 in AU |
Integra LS (does not bolt to 88-91 D series blocks) |
|
| 88-91 | 88-91 | 90-93 | ??-?? | 92-95 | 92-95 | 92-95 | 88-89 | ||
| 1st | 3.250 | 3.250 | 3.250 | 3.250 | 3.250 | 3.250 | 3.250 | 3.250 | 3.181 |
| 2nd | 1.894 | 1.894 | 1.894 | 1.944 | 1.900 | 1.761 | 1.894 | 1.900 | 1.944 |
| 3rd | 1.259 | 1.259 | 1.346 | 1.250 | 1.250 | 1.172 | 1.066 | 1.250 | 1.347 |
| 4th | .937 | .937 | 1.033 | .909 | .909 | .937 | .853 | .909 | 1.033 |
| 5th | .771 | .771 | .771 | .878 | .702 .750(ca?) |
.702 | .771 | .750 | .823 |
| Final | 3.88 | 4.25 | 4.437 | 3.88 | 4.25 | 4.058 | 3.25 | 4.25 | 4.216 |
Here are the flywheel/clutch disk/spline count of common Honda engines and transmissions.
| Transmission Model | Engine | Years | Fly Wheel & Clutch disk Size in MM |
Fly Wheel & Clutch disk Size in inches |
# of splines on Tranny |
Tranny Shaft Size in inches |
|
Integra (all) |
ZC |
86 - 89 |
200 |
7-7/8 |
21 |
7/8 |
|
Integra (all) |
B18A/B/C, B17A |
90 - current |
220 |
8-5/8 |
24 |
1 |
|
Civic/CRX (all) |
All |
84 - 87 |
190 |
7-1/2 |
19 |
13/16 |
|
Civic/CRX (all) |
All |
88 only |
190 |
7-1/2 |
21 |
7/8 |
|
Civic/CRX (all) |
All |
89 only |
200 |
7-7/8 |
20 |
7/8 |
|
CRX (all) |
All |
90 - 91 |
212 |
8-3/8 |
20 |
7/8 |
|
Civic (all) |
All |
90-95 |
212 |
8-3/8 |
20 |
7/8 |
|
del Sol S, Si |
D15B7, D16Z6 |
92 - current |
212 |
8-3/8 |
20 |
7/8 |
|
del Sol VTEC |
B16A |
94 - current |
220 |
8-5/8 |
24 |
1 |
Here is some info on clutches:
Intro
The purpose of the clutch is to disconnect and connect engine power to the
transaxle. The clutch acts as the power coupler and power applicator. From the
illustration below you can see that the flywheel is bolted to the crankshaft and
the pressure plate is bolted down to the flywheel. The clutch disc sort of
"hangs loose" and is centered by the splined shaft from the transaxle.
When fully engaged (clutch pedal up) the whole assembly spins at the same speed
(assuming the clutch disc is doing its job and there is no slippage). When fully
disengaged the pressure plate release its grip on the clutch disc and the
transaxle can rotate at any speed independent of the engine speed. During full
engagement or full disengagement, no clutch disc wear should occur. Clutch wear
occurs when the clutch is partially engaged either during a start from standing
still or between gear changes. Clutch wear is highly dependent on driving style
and the driver's skill.
Clutch components
Pressure plate
Modern clutch all use diaphragm pressure plates. The main clutch components
are flywheel, pressure plate, and clutch disc. The release bearing is operated
either mechanically (cable) or hydraulically assisted. The pressure plate
usually have a static force ratings in pounds, although often aftermarket clutch
only make a generic claim of "30 percent" stiffer than stock.
Unfortunately, the factory generally don't state their pressure plate's ratings
neither. As you can see diaphragm pressure plates have lots of little fingers. A
common way to stiff it up is to use double diaphragm, which is just one finger
stacked directly on top of another. Double diaphragm pressure plates require
more force to push it, thus the pedal will be stiffer, especially on cable
clutches. Most factory clutches are push type. I'm not sure of the pros/cons of
push vs. pull.
Clutch Disc
Of
the clutch components, the clutch disc has the most variety and certainly has
the most impact on performance, streetability and reliability. Popular disc
materials are: composite/graphite, Kevlar, fiberglass, asbestos, metal (copper,
bronze), or carbon composite. Most stock clutch are full faced (meaning there is
360 degree of clutch friction material) with moderately stiff pressure plate so
they offer soft engagements. Competition clutch often use "puck" or
"buttons" which has less friction materials to give fast engagements.