cool thread, dax, thanks for
cool thread, dax, thanks for posting the pics.
it sort of de-mystifies the transmission, which i've always viewed as a kind of magical box (i know i shouldn't have that perspective - i've rebuilt a couple of engines, but still). on a side note - i confirmed on the teamswift site that the taller 4-cyl metro/swift tranny is a direct swap into the 3-cyl metros. however, someone piped up with 3rd hand information that the lack of torque in the 3-pot made the taller 5th gear all but unusable (based on someone having tried it). |
Re: Throwout bearing removes by
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I'm honestly scared of the day I have to change the VSS over from my DX to the HF tranny. I'm just scared I'm going to drop something in the transmission and kill it. |
Metro - I know how you feel.
Metro - I know how you feel. Currently, the only thing left on a Honda that I think of as a 'black box' is an automatic transmission, and I hope to conquer that one day too. I used to feel this way about manual trannies, then my VX tranny broke so I took it apart. Now I've rebuilt about 10 Honda manual trannies.
Krous - The HF and DX trannies are similar in that they are interchangable [though some DX trannies are hydraulic, while all HF trannies are cable]. The CRX HF gears are: 1 3.250 2 1.650 3 1.033 4 0.823 5 0.694 R 3.153 FD 2.95 (non-California model) I'm going to confirm this when I count the teeth on my gearsets. A DX box has the following ratios: 1 3.250 2 1.762 3 1.172 4 0.909 5 0.702 R 3.153 FD 4.058 If you're interested in swapping ratios, a Civic VX has pretty good ratios, as follows: 1 3.250 2 1.761 3 1.066 4 0.853 5 0.702 R 3.153 FD 3.25 (same as CRX HF California model) Lowering your FD ratio or putting in a lower 5th for cruising will yield the best results if you don't want to swap the whole transmission. |
Re: Metro - I know how you feel.
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I would say it's cake. I
I would say it's cake. I mean, you still have to remove the countershaft nut and pull the two end bearings to get the gear off the countershaft. To get the gear off the mainshaft you pull a bearing then a synchro hub and you're there. It's easy with the right tools.
The strange thing is, every B-series transmission I've worked on, I've never needed a puller to break down the shafts...the disassemble by hand. All D-series trannies have interference fit components. |
You are soooooooooo cool.
You are soooooooooo cool. Definately the king of the DIY write up, :)
I wish I had the tools and **** so I could do it for fun, not that I have the money, :p |
Well I finished the rebuild
Well I finished the rebuild today. Sorry, no more pictures of the rebuild...I didn't have my camera with me.
I visited my friends shop and got to use his 30 ton press to press the new bearings onto the differential and countershaft. I've definately got to invest in a press...it made it SO easy. After that I installed the new counter shaft nut, staked it, and installed the gear sets into the transmission. After that it's a cinch to button everything up. I counted all gear teeth and confirmed that my gear ratios are: 1 3.250 2 1.650 3 1.033 4 0.823 5 0.694 R 3.153 FD 2.95 I'll start another thread in a few weeks after I do my 5-speed conversion. |
nice. your last gear is the
nice. your last gear is the same as mine. But you have the advantage of using it any time you want. I don't.
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Quote:I'll start another
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In that case, then yes, I'll
In that case, then yes, I'll make it a DIY, complete with photos.
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