Finally finished! Another RT-AWD Crv differential done and shipped to it’s new owner!
Featuring our Dual Pump Quick Spool kit and @RacingDiffs Moly Ceramic clutches this differential is the glowing standard in Performance we offer here at AKDInc for our RT-AWD Dual Pump Differential Rebuild Service!
More differentials will be leaving next week fully equipped with the latest technology available to increase performance of Honda’s nimble AWD Differential!
New new GEAR-X/GTS Torsen LSD’s are finally in so we can complete customers builds and get them gone! Check in for more updates!
For those of you who have been lucky enough to have received a dual pump quick spool kit we have an engineering update for you brought to you by our friends at Speedfactory Racing who have provided us some independent testing on the fluid dynamics of the Dual Pump Differential! A while ago we received some support from “James Kempf” of Speedfactory Racing who was able to provide us some much needed information on the stock flowing capabilities and pressure for the stock dual pump assembly and modified ones! This information is to aid in providing more performance attributes to the dual pump assembly and increase clamping load to the differential clutch assembly!
The initial baseline testing revealed a 60.53 psi pressure generated through the clutch piston assembly that would typically be supplied to the piston assembly to engage and disengage the clutches. This is the base pressure from Honda generated using an inline pressure sensor drilled through the dual pump piston assembly and supplied through the oil seals on the primary pump!
With the Quick Spool kit installed James went for another test this time revealing 78.30 PSI worth of pressure generated by the pump thus increasing the hydraulic pressure generated to move the piston assembly and engage the clutches. Again this testing was done with pneumatics and a pressure sensor drilled through a sealed dual pump piston assembly.
With this above mentioned configuration James was able to see a dramatic increase in performance on his Turbo Honda CR-V project after the Racing Diffs Clutches were broken in correctly. However where we made our mistake was including the instructions of drilling out the oil orifices in the CR-V Differential Dual Pump assembly so this engineering change should dramatically increase performance full spectrum and allow much needed oil pressure to be supplied to the differential clutch assembly.
With Oil Orifices drilled to 1/8th” and the upgraded springs installed this revealed a 3.71 PSI pressure generated by the dual pump assembly using pneumatics. “Do not drill out the Oil Orifices !” However everyone knows oil is heavier than air and these pressure are done independently using pneumatics and pressure could very slightly but this engineering change allows for the best performance overall.
Media Blasting Complete! Time for Some color! Norman and Shilo soon to be complete and 1 more for a special guest eagerly awaiting completion of their newly rebuilt RT-AWD differentials with our new performance upgrades! Service includes inspection, deep cleaning, new pinion bearings, fill/ drain port hardware, shims, washers, differential bearings, seals, dual pump rebuild, cleaning and clutch inspection then reassembly with close tolerances for your performance goals! This is our standard servicing but many upgrades are available as well to meet and exceed your performance goals.
A Glance into the Honda RT 1st and 2nd Gen. All wheel drive rear differentials!
So in this brief documentary I want to give you all the opportunity to see 1st hand the Honda first and 2nd Gen. RT-AWD rear differentials from the Honda CRV and Honda Element! Using Norman and Shilo’s differentials we have a rare opportunity to show and contrast the differences in design of these 2 differential designs as I await the carrier cases return from powder coating! Lets Dive In!
I chose these 2 as a comparison because there is a lot of misconception being thrown around about corrected gear ratios and about the actual functions of these differentials.
So utilizing these 2 generations of rear differentials I will give you the option of learning as we explore during our build process for these differentials while waiting for the differential housing has to come back from powder coating. So some brief comparisons.
From the naked eye both differentials appeared to be exactly the same even down to the diameter bearing diameter and thickness but newer slight changes in bearings design between generations. The trunnion gears are exactly the same amount of teeth, diameter, and metal thickness with the same over all design but again I wanted to engage you all in this discussion. The differences come in when you get to the Ring Gear and Pinion!
The 97-05 Honda CRV/Element differential carries 38 teeth on the ring gear and 15 on the pinion. So I guess it’s time to get into some math! Getting into it the ring gear ratio divided by the pinion ratio will give you the total gear ratio for the differential. This is the equation for the 97-05 CRV/ 03-11 Element rear (15 /38 = 2.533:1). Driven by a transfer case that sends 2.542:1 ratio to the rear differential this means that the older CRV/ Element differentials are over driven by the transfer case forcing the differential to build hydraulic pressure faster for clutching gagement in the rear differential.
However the newer style RT-AWD differentials for the 06 and up CRV and Cross-tour use an opposite method of engagement! Operating with a 16 tooth pinion and a 41 tooth ring gear they come in at a 2.562:1 ratio (16 /41 = 2.562:1). For the newer generation to increase performance and response Honda further opted to use further underdriving with a mechanical RAMP assembly consisting of 2 roller bearings, pressure plate, RAMP cam assembly and a new dual clutch assembly giving the 2006 and up CRV/ Crosstour rear differential much more response and immediate TQ power on demand capability while in operation. This one way CAM assembly aids in transferring 20% mechanical energy to the rear wheels instantly. In the imagine below is the 2006 and above CRV Torque Controlled Differential (TCD) nose assembly. It shows the base components and orientation of the ramp assembly its components! Think of it as a progressive style one way cam inside of a limited slip differential. As the ramp assembly spins it pushes on a series of ball bearings fitted in groves that roll inside of the cam forcing separation of the cam and pressure plate assembly forcing pressure to be applied to the dual clutch assembly.
The ramp assembly applies 20% torque immediately to the differential through the clutches to the rear wheels allowing instant torque application, faster engagement and response from the rear differential. The one thing that has been missing from the entire equation is a clutch kit that was capable of transferring more power with less heat and less wear. Innovations like our dual pump quick spool kit use shims under each snap ring to apply additional pressure to the clutches and ramp assembly forcing preload.
Like what you have learned and want to learn more!?? We are happy to educate! For more technical information, product development and engineering talk please message us through our various social media platforms and we are happy to help! Like/ Share/ Comment and like always thanks for following along!