Competition Clutch 184mm Triple Disc Clutch for B-Series

Competition Clutch 184mm B-Series Triple

When a turbo B16, B18, or B20 in a DC2 Integra or a B-swapped EG Civic is past what a 184mm twin can hold, you're not solving it with a stiffer street plate. That plate wrecks your left leg in traffic, and a puck disc shock-loads axles on every shift. The Competition Clutch 184mm B-series triple, part number 1848026-3, is the standard-cover ceramic race kit for hydraulic B-series manuals that need three 184mm (7.25 inch) discs and a Chromoly flywheel. Competition Clutch rates it at 2,000 hp per manufacturer. 1848026-D3 is the dual-diaphragm triple on the same disc count. It isn't the same kit as 1848026-3, and it isn't 1848026-1 or 1848026-2.

What It Is and Why It Works

A 184mm stack cuts rotating mass versus a stock 215mm B-series disc, so a built B18C revs harder between shifts. You give up surface area per disc and get it back by adding discs. 1848026-3 is the standard-cover triple: three segmented ceramic discs on a solid hub, Power-V self-centering floaters, and a Chromoly flywheel in the box. You can't reuse an OEM B-series flywheel on this diameter. Competition Clutch rates the kit at 2,000 hp per manufacturer and builds it in Anaheim, CA.

1848026-D3 is the dual-diaphragm triple. Same three ceramic discs, same 2,000 hp per manufacturer, different cover. Dual diaphragm is Competition Clutch's heavier clamp, not a higher published rating. Buy 1848026-3 when triple capacity is enough. Buy D3 when you want that extra clamp and you'll accept a heavier pedal than the standard 184 twin (1848026-2). Neither kit is 1848026-1 or 1848026-2.

The 1848026-3 page publishes a spec table with segmented ceramic discs, a solid hub, an alignment tool, hardware, a throwout bearing, and a pilot bushing. The D3 page does not republish that table, so we're not writing those extras onto D3. This is a race clutch. Ceramic pucks chatter, a triple pack rattles at idle, and the bite is sharp. Pedal effort is well above stock, and D3 is heavier still than the standard 184 twin. If your Integra still lives in stop-and-go, a sprung single disc is the honest daily choice.

Specs

Available Options

1848026-3 and 1848026-D3 share disc count and the same published 2,000 hp figure. They aren't the same kit. D3 is the clamp-up cover. The standard triple is the only SKU here with a published spec table that lists a throwout bearing, pilot bushing, and alignment tool.

Fitment

Competition Clutch names Honda B Series. The Applications tab is empty on both the 1848026-3 and 1848026-D3 pages, so this isn't a copy of the published 1848026-2 twin's year table. The clutch matches a hydraulic B-series transmission, not the chassis badge. Heeltoe and Throtl list 1848026-3 as a B-series Integra kit. If you've swapped a B16, B18, or B20 with a hydraulic B-series gearbox into an EG or EK Civic, you're still in this family.

Del Sol buyers: only the VTEC trim fits. The S and Si run D-series engines, and this is a B-series clutch. It doesn't fit 1986-1989 Integras, 1990-1993 cable-clutch DAs, the 2023-up DE5 Integra, or any K-series or D-series transmission.

What to Know Before You Buy

Expect race-clutch manners. The floater rattles at idle, ceramic pucks chirp on engagement, and the bite zone is narrow. Pedal effort is well above stock, and it's heavier than the standard 184 twin. Dual-diaphragm D3 is heavier still. Give ceramic kits roughly 500 to 700 easy miles with no launches, per manufacturer guidance on ceramic assemblies. If your commute is stop-and-go, don't buy this kit.

Replacement 184-series B/H throwout bearings are 5-0826 for twin and triple kits. Mix in a single-disc 5-0826S and the clutch won't release. The 1848026-3 page lists a throwout bearing in the box. The D3 page does not. Bleed the hydraulics completely, because air in the line makes a narrow bite point impossible to find.

Be honest about power. A naturally aspirated B-series under the twin rating is happier on a Stage 3 or Stage 4 street disc, or on the published 1848026-2 twin. Step to 1848026-3 or D3 when the car is boosted, launches hard, and you've already budgeted upgraded axles. That's the car this kit was made for.

Fitment

Competition Clutch names Honda B Series. The Applications tab is empty on both the 1848026-3 and 1848026-D3 pages, so this isn't a copy of the published 1848026-2 twin's year table. The clutch matches a hydraulic B-series transmission, not the chassis badge. Heeltoe and Throtl list 1848026-3 as a B-series Integra kit. If you've swapped a B16, B18, or B20 with a hydraulic B-series gearbox into an EG or EK Civic, you're still in this family.

Del Sol buyers: only the VTEC trim fits. The S and Si run D-series engines, and this is a B-series clutch. It doesn't fit 1986-1989 Integras, 1990-1993 cable-clutch DAs, the 2023-up DE5 Integra, or any K-series or D-series transmission.

Every SKU includes a Chromoly flywheel and the ceramic disc stack named in the option. The standard triple 1848026-3 spec table also lists alignment tool, hardware, throw-out bearing, and pilot bushing. Dual-diaphragm pages do not republish that table. D3 copy mentions required race hardware. Do not copy the standard-triple extras onto a D SKU.

Pull the transmission. Confirm a hydraulic B-series box. Use 5-0826S for the single and 5-0826 for twin and triple. The wrong TOB will not release. Bleed the hydraulics. Ceramic assemblies need an easy break-in before launches. 1848026-3 and 1848026-D3 are not the same cover. Do not mix their hardware assuming they are identical.