Sunday, May 30, 2010
Friday, May 28, 2010
Thursday, May 27, 2010
Wednesday, May 26, 2010
Sunday, May 23, 2010
Clutch Pilot Bearing : RepairPal
Clutch Pilot Bearing : RepairPal
The clutch pilot bearing provides a rotating link between the engine crankshaft and the transmission input shaft.
When the clutch is not fully applied, the engine crankshaft speed and the transmission input shaft speed are different.
The clutch pilot bearing allows the transmission input shaft—which extends into the engine crankshaft—to rotate independently at these times.
When the clutch is fully applied, the engine crankshaft and transmission input shaft rotate as one and the clutch pilot bearing is not needed.
The clutch pilot bearing provides a rotating link between the engine crankshaft and the transmission input shaft.
When the clutch is not fully applied, the engine crankshaft speed and the transmission input shaft speed are different.
The clutch pilot bearing allows the transmission input shaft—which extends into the engine crankshaft—to rotate independently at these times.
When the clutch is fully applied, the engine crankshaft and transmission input shaft rotate as one and the clutch pilot bearing is not needed.
Saturday, May 22, 2010
Torco RTF
Racing Transmission Fluid
Torco RTF is specifically engineered to reduce fluid drag for increased power efficiency without compromising component durability.
It is made from a combination of specially selected 100% synthetic Group IV/V base oils proving superior shear resistance and extreme temperature stability.
Torco RTF is specially formulated to exceed the load-carrying and extreme pressure wear protection properties of higher viscosity GL-5 or GL-6 gear oils and provides anti-score protection for high speed, high load and high torque shock-loading conditions, while allowing smooth operation of synchronizers.
Highly recommended for achieving maximum power efficiency.
Group IV/V 100% Synthetic Formula
Minimizes Parasitic Drivetrain Losses
Decreases Transmission Temperatures
Superior level of shock load, extreme pressure and wear protection
Used in Road Racing,Sports Compact street applications
Wednesday, May 19, 2010
Honda transmission was designed to use engine oil
One of the most commonly brought up questions from our customers is what gear oil to use in their freshly built Honda Transmission. Our reply to this question has always been: DON'T!
"He must be crazy", you are probably thinking, but there is a simple explanation for this answer:
After a comprehensive analysis, we can conclude that a large number of drivers out there use the completely wrong fluid. The lubrication system in the Honda transmission was designed to use engine oil, and this has not been changed for any of their transmissions. What this means is that, in order for the gears, shafts, bearings, hubs/sliders to be lubricated as intended, a low viscosity transmission fluid must be used, regardless of whether it is synchronous engagement or dog engagement.
Basically, you MUST use the correct transmission fluid in a Honda Transmission and should not use a performance gear oil as it is too thick and does more damage than good. Performance Gear Oils also lack the additives necessary for the smooth running of the synchronous engagement system, as well as a lot of them containining chemicals which disintegrate the brass synchro rings. This is not common knowledge because customers are led to believe marketing and/or technical advice related to your typically large hypoid transmissions, NOT your specialist Honda Transmission.
For most cases where the vehicle is an unmodified Street Car, the OEM Honda MTF (Manual Transmission Fluid) is more than adequate. The problem arises when you start putting either higher power or higher rpm shifting through the transmission. Not only must you still keep within the tolerances of the oem lubrication system, you must also protect the transmission from shock loads. Using Performance Gear Oil is the Number 2 Reason (after incorrect installation) that is directly responsible for most transmission failures (i.e the Cause), subsequently leading to a part failure (i.e the Symptom).
Unfortunately, most consumers tend to follow the advice of your so-called "Performance Specialist" who are only concerned about the symptoms, rather than the cause, and usually end up recommending big-brand (and often expensive) performance gear oils. This is a 100% NO GO on a Honda Transmission. Although GL4 & GL5 Rated Gear Oils contain shock protection additives, they are also too thick for the oem Honda lubrication system. The engagement system (synchronous vs dog) is irrelevant in this case. Lubrication is the key word here.
A basic analogy would be: Oil is your transmissions blood supply and needs to flow smoothly. Clog it up with cholesterol (i.e thick gear oil), and it will have a heart attack. Not enough Iron (i.e shock additives), and it will get anaemic/weak.
"He must be crazy", you are probably thinking, but there is a simple explanation for this answer:
After a comprehensive analysis, we can conclude that a large number of drivers out there use the completely wrong fluid. The lubrication system in the Honda transmission was designed to use engine oil, and this has not been changed for any of their transmissions. What this means is that, in order for the gears, shafts, bearings, hubs/sliders to be lubricated as intended, a low viscosity transmission fluid must be used, regardless of whether it is synchronous engagement or dog engagement.
Basically, you MUST use the correct transmission fluid in a Honda Transmission and should not use a performance gear oil as it is too thick and does more damage than good. Performance Gear Oils also lack the additives necessary for the smooth running of the synchronous engagement system, as well as a lot of them containining chemicals which disintegrate the brass synchro rings. This is not common knowledge because customers are led to believe marketing and/or technical advice related to your typically large hypoid transmissions, NOT your specialist Honda Transmission.
For most cases where the vehicle is an unmodified Street Car, the OEM Honda MTF (Manual Transmission Fluid) is more than adequate. The problem arises when you start putting either higher power or higher rpm shifting through the transmission. Not only must you still keep within the tolerances of the oem lubrication system, you must also protect the transmission from shock loads. Using Performance Gear Oil is the Number 2 Reason (after incorrect installation) that is directly responsible for most transmission failures (i.e the Cause), subsequently leading to a part failure (i.e the Symptom).
Unfortunately, most consumers tend to follow the advice of your so-called "Performance Specialist" who are only concerned about the symptoms, rather than the cause, and usually end up recommending big-brand (and often expensive) performance gear oils. This is a 100% NO GO on a Honda Transmission. Although GL4 & GL5 Rated Gear Oils contain shock protection additives, they are also too thick for the oem Honda lubrication system. The engagement system (synchronous vs dog) is irrelevant in this case. Lubrication is the key word here.
A basic analogy would be: Oil is your transmissions blood supply and needs to flow smoothly. Clog it up with cholesterol (i.e thick gear oil), and it will have a heart attack. Not enough Iron (i.e shock additives), and it will get anaemic/weak.
Friday, May 14, 2010
Monday, May 10, 2010
ATS USA, Inc. - ATS Final Gear
ATS USA, Inc. - ATS Final Gear
The following Honda parts are necessary to install ATS 4.928 final drive to US transmission UNLESS your transmission is JDM Integra Type R 98 after with 4.78 final drive.
1st gear 23421-P80-E30
Distance Collar 23914-P80-E30
Needle Bearing 91107-P80-E31
The following Honda parts are necessary to install ATS 4.928 final drive to US transmission UNLESS your transmission is JDM Integra Type R 98 after with 4.78 final drive.
1st gear 23421-P80-E30
Distance Collar 23914-P80-E30
Needle Bearing 91107-P80-E31
Friday, May 7, 2010
Thursday, May 6, 2010
Inline 4 - Crankshaft Counterweight
When it comes to lightening factory counterweights, stress on the crank probably won't beas big of an issue as bearing loads will be.
As a general rule, in 5 main bearing 4 cylinders, you can reduce counterweight mass if it the same as opposing journal mass but at the cost of your pin and main bearings
As a general rule, in 5 main bearing 4 cylinders, you can reduce counterweight mass if it the same as opposing journal mass but at the cost of your pin and main bearings
ATI Balancer
We run a ATI balancer for 3 years, Had it rebuilt each season just for PM.
We have never broke a STOCK OIL PUMP so that says something about their balancer.
OH yeah, and because we have the WORLDS FASTEST FWD HONDA in dragracing history. Yep in a HOTROD car.
But seriously they are awesome balancers! I need one for my 1g DSM if someone want to give me a good price!
__________________
Stephanie Eggum Racing Hot Rod 2000 Civic SI
FIRST AND ONLY FWD HONDA IN THE 7's.
7.87 @184mph QUICKEST and FASTEST FWD DRAG HONDA IN THE WORLD!
We have never broke a STOCK OIL PUMP so that says something about their balancer.
OH yeah, and because we have the WORLDS FASTEST FWD HONDA in dragracing history. Yep in a HOTROD car.
But seriously they are awesome balancers! I need one for my 1g DSM if someone want to give me a good price!
__________________
Stephanie Eggum Racing Hot Rod 2000 Civic SI
FIRST AND ONLY FWD HONDA IN THE 7's.
7.87 @184mph QUICKEST and FASTEST FWD DRAG HONDA IN THE WORLD!
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