Back into some existing projects with Magnum Powers Superchargers revisiting the Big Boost Air to Air Supercharger setup for Charles Warner and Baystate Dyno & Performance! Have some new renders of this supercharger as we continue down the path of redesign of the exit hat to include a wastegate to control boost from the cold side opening minds to the fact that superchargers can be boost by gear and boost by speed controlled like a turbocharger!
These illustrations from Charles Warner indicate the original design of the awesome MPX90 Supercharger that has brought them so much success mounted to a “B” Series Honda motor with the Ford Lightning supercharger tensioner and idler pulley! This blower capable of supplying 30psi has been seen all over the world as taboo but today no longer a conceptual model this new supercharger design offers 1128cfm @ 23000rpm and over 30psi of boost to be forced into the mouth of any available B or K Series Motor! Finalizing designs and fitment for this awesome supercharger now and finishing the last cad rendering of the new Big Tube B Series Header and Intercooler with built in 44mm or 60mm for boost control. So strap in and prepare yourself for this ride! Aiming for 600+ and we will deliver the news as it comes along to completion! Testing coming shortly!
Figured that you all would want to see some of the various ways to set up the Racing Diffs Clutches in the Honda CRV rear differential. Remember depending on how you plan to use them you can induce preload for drag racing or take some away for a more progressive engagement!
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!
A look inside the Honda RT-AWD Differential Dual Pump Assembly and what makes them unique! This video was made to instruct users on selecting the correct differential for their builds. It shows some commonalities between the first and second generation Dual Pump Assemblies and their respective clutch assemblies and what makes them perform differently. Check out the video below for details!
So next its time to get into some exciting performance parts installation for our customers RT-AWD Honda CRV Rear Differential! Time to Install some Racing Diffs clutches into our performance rebuild. To begin I want to say to “EVERYONE” to prevent pre-mature wear of the Molybdenum Clutch surface you should pre-soak these clutches for atleast 10 minutes prior to installation. Our install today is for educational purposes so I will not be soaking mine as the clutch cage will be sent out to the hot tank tomorrow with the remaining components of the differential.
So to start I recommend the following tools to aid you in your quest for faster TQ transfer and immediate response from these Differentials:
Rags! Lots of Rags.
#2 Strait Blade Screw Driver or 45 Degree Scribe.
Needle Nose Pliers.
Small Bucket to Pre-Soak the Clutches and Friction Discs.
Small Baggies to place smaller parts to keep everything organized.
5 Ton Hydraulic Center Press.
Mechanics Gloves or an Equivalent Protective Glove.
1 Ltr of Liqui-Moly DSG Dual Clutch Gear Oil.
Alright open the contents of the Racing Diffs clutch box and remove the stickers. Open the packaging that the clutches come in and set the clutches to the side! You should have 11 friction discs and 10 clutches in your box set to the side ready to be pre-soaked. These clutches require a light weight ATF Automatic Transmission Fluid designed for transmissions with LSD’s. So naturally I consulted Racing Diffs and several other companies to find a viable source of ATF that will work with the dual pump fluid viscosity allowing the hydraulic pumps to operate correctly and not cause issues with clutch engagement or dual pump functionality. We recommend using Liqui-Moly VW DSG ATF Oil. It is the correct viscosity for the Honda dual pump to function at its optimal performance and it has viscous properties also to promote a better friction coefficient for the Racing Diffs Molybdenum Ceramic Coated Clutches.
To start this process first you will need to remove the pressure plate from the Torque Control Unit (Clutch Bell). With the clutch bell facing down lift the pressure plate from the clutch cage and place it to the side. Pay particular attention not to drop any of the 7.8 mm ball bearings when removing the pressure plate from the clutch bell.
Remove the RAMP clutch assembly from the clutch cage and place all of the ball bearings in a safe place. Using your 5 ton hydraulic press apply pressure to the clutch cage RAMP assembly and remove the first of 2 snap rings from the clutch cage.
WARNING! The TCU is under spring pressure! When removing the snap rings from the RAMP assembly and from the clutch assembly they are under significant spring pressure. We recommend using a 5 ton hydraulic press to apply downward pressure to perform this task. Use eye protection at all times to protect you from possible harm from inadvertent assembly separation.
Next we remove all of the contents of the RAMP assembly and store in a safe location and inspect for damage!
Following the removal of the first snap ring and RAMP assembly removal the second snap ring is clearly visible. This is the clutch stack that transfers power from the driveshaft to the rear wheels. Repeat the steps of removal for the first snap ring above. Use your eye protection and apply downward pressure to the clutch assembly and remove the second snap ring from the clutch cage!
Once this process is finished the clutch assembly should be free to remove. Lift the assembly from the clutch cage with the pressure spring and start removing clutches from the assembly. Pay particular attention to the arrangement of the clutches and inspect for damage and debris during removal. Especially nicks, scratches, and or foreign objects and other damage to the clutch cage assembly. Anything more than a fingernail worth of damage to the mating surfaces will cause issues with the clutches releasing and engagement. File Smooth or replace the cage as needed.
Once all of the clutches are removed place the first Racing Diffs Friction Disc into the clutch cage with a Racing Diffs clutch. Note: If you followed the instructions listed above your Racing Diffs clutches and friction discs will be coated in Liqui-Moly so they will be slippery . Please use caution when handling them to avoid dropping them causing damage to the friction disc or clutches.
Once the first friction disc and clutch is present inside of the clutch cage insert the clutch pinion adapter into the clutch cage and align with the splines of the clutch until the clutch pinion adapter sits flush. Ensure that the clutch splines fully engage into the clutch pinion adapter and that the clutch pinion adapter spins free with the clutch aligned easily. Then continue installation of the clutch assembly until the clutches and friction discs align with the top of the Clutch Pinion Adapter.
Install the pressure plate spring into the center of the clutch pinion adapter and move the assembly back to the 5 ton hydraulic center press. Note: The clutch pressure plate has 4 – alignment tabs that align the clutch pinion adapter to the clutch pressure plate and will need to be aligned to ensure proper fitment before applying force with the 5 ton hydraulic press.
Using the 5 ton hydraulic press and your strait blade screw driver. Align the clutch pressure plate tabs with the clutch pinion adapter and apply pressure to depress the pressure plate spring until the clutch pressure plate sits flush and install the snap ring into the clutch cage assembly until it fits into the second set of snap ring grooves in the clutch cage assembly. Once the snap ring is firmly in place release pressure from your 5 ton hydraulic press and begin installation of the RAMP assembly.
Install the concave RAMP assembly spring with the concave side down and the wide side facing up! During compression of the RAMP assembly under the 5 ton hydraulic center press this spring will depress making it flat and level allowing the installation of the last and final snap ring to retain the RAMP assembly. It will maintain spring pressure on the RAMP assembly forcing the system to remain under pressure allowing the required clearances for operation of the RAMP assembly.
Install the ramp assembly spring, remaining Racing Diffs friction disc, ramp clutch then the last friction disc. Then head back to the 5 ton hydraulic press and depress the RAMP assembly into the clutch cage assembly and install the remaining snap ring into the assembly to complete the installation. Install the 7.8 mm RAMP assembly ball bearings and onto the RAMP assembly in the clutch cage and install the RAMP assembly roller bearing ensuring it seats properly into the RAMP Clutch assembly then install the RAMP pressure plate into the clutch cage making sure that it fits firmly into the grooves in the clutch cage and reinstall the TCU back onto the differential pinion.
Thats it! Your done! For more information about our products and services please reach out to us by emailing us at Admin@Automotiveknd.com or messaging us on Facebook, Instagram, Twitter or Tumblr. Additionally we can be reached during the hours of 9 am to 6:30 pm est (240) 317-9679.
If you like what you see and have an area of these builds you would like us to focus on or you just need technical information for your build please reach out to us at one of the methods provided above and our knowledgeable staff and technicians will support you in your quest for performance. Thanks for following our builds and for your support!
So in Part 2 we discussed the disassembly of the CRV nose cap, removal of of the clutch pack assembly, and prepared for the brake down of and we went over some of the So as we take these differentials apart we notice a lot of the similarities between the 2! One disassembling the nose cap of the 2006 to 2011 Honda CRV reveals that the nose bearing is much larger diameter than the older Honda CRV. However the inner diameter of the bearing races exactly the same diameter. At 1st glance the older 1997-2005 Honda CRV differential nose bearing uses NACHI-5206 Bearing which carries a 62 mm outer diameter With a 30 mm inner diameter and a 5 mm bearing race with a total thickness of 23.7 mm.
The 2006 to 2011 Honda CRV differential however utilizes a 64.2 mm Bearing outer diameter with a 30 mm inner diameter bearing and a 9.6 mm bearing race with a 14.6 mm total bearing thickness making the 2006 and up Honda CRV differential superior to that of the element and predecessor Honda CRV rear differential.
So for most people thinking about these builds they would imagine that a lot of these components are cross compatible because that is just the nature of Honda. And dealing some of the research for you documenting the build of these rear differentials we notice a lot of the similarities and upgrades in design that highlight some of the key features of additional performance put him to some of the newer Honda all will drive differential components.
RT-AWD Dual Pump Assemblies!
Moving from the RT-AWD nose cap assemblies its time to look inside and see what makes the system transfer power! This part is what most of our customers have been waiting to see. So lets Dive in! The initial look of both dual pump assemblies show vast differences in size and diameter! This technology didn’t change much from the old style RT-AWD differentials to the new other than the system was made shorter and wider for the newer differentials with the RAMP Assembly!
I can imagine that this is to allow a more consistent increase in pressure supplied by the dual pumps and a more gradual and stable transition into applying TQ to the rear differential through the clutches. More surface area with the added benefit of the RAMP assembly allows more power to be transferred quicker with let work from the hydraulics in the dual pump assembly. Well the only way we will know for sure is to take it apart and do some investigation! So lets dig into the Dual Pump Assembly!
Disassembly is pretty strait forward. There are 3 – 8mm 6pt bolts on the back of the Dual Pump Assembly that will need to be removed to begin this process. Turn the Dual Pump upside down so that the piston assembly is facing down and remove the 3 bolts from the bottom of the Pump Assembly.
Note: The Dual Pump Assembly has several Springs and 9.4 mm and 12.6 mm ball bearings internal that change and or block the flow of hydraulic fluid transfer throughout the pumps. When removing the hardware the assembly is under spring pressure. Maintain downward pressure on the assembly during removal of the hardware so that the pumps do not separate!
While maintaining downward pressure on the pump assembly remove the 3 – 8mm bolts and place them in a safe area. Slowly lift the bottom portion of the 3 part pump assembly carefully. For my customers doing the dual pump quick spool kit installation this is the information you need to see! The spring visible to the lower right is the pressure relief spring for the dual pump assembly.
Inside the Dual Pump we find the oil pump drive gear for the secondary pump, the 9.4 mm and 12.6 mm ball bearings that control flow through the dual pump assembly. Take these and place them in a small zip lock bag with the springs for each corresponding bearing. Remove the Oil Pump Drive Gear from the assembly and inspect it for cracks or damage from normal use. You want to look for scoring, cracks, debris, dents etc all that will reveal that the differential has been starved for oil like your engine oil pump. if these parts are damaged replace the dual pump assembly immediately.
Next separate the Primary Dual Pump from the Dual Pump Piston assembly. Remove the bearings and springs from the assembly and place them in labeled zip-lock bags with their corresponding springs. Inspect the Pump Drive gear and the Pump Drive Gear Cavity for damage as you did above.
Honda didn’t really change the internal design and components of these pumps much over the years between generations of the V but they did change the size of the pumps themselves. What I discover during my tear down of these 2 differentials is that the old style RT-AWD Differential is under-driven by the T-Case and the newer style with the RAMP Assembly is over-driven by the Transfer Case. I Part 2 we discussed the difference in size of the dual pumps from the external but not how they function. So for those of you who do not know what makes this work here is the flow diagram for the CRV Non Ramp differential.
The dual pump assembly is made up of 4 major parts. The primary and Secondary oil pumps, Clutch Piston Assembly and the Rear Oil Pump Cover. How this system works is relatively simple but follows the principals of Bernoulli’s theory of Fluid Dynamics where he states that an increase in the speed of a fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid‘s potential energy. This compounded by Issac Newtons Second Law of Motion stating If a small volume of fluid is flowing horizontally from a region of high pressure to a region of low pressure, then there is more pressure behind than in front. This gives a net force on the volume, accelerating it along the streamline. The RT-AWD Differential uses a Hydro-Mechanical Tq Control System that allows a series of flow controls to (spring and bearings) that regulate the flow of hydraulic fluid supplied to the Clutch Piston Assembly. The Dual Pump Quick Spool Kit increases the pressure and flow of hydraulic oil supplied to the Clutch Piston Assembly thus increasing the pressure and volume of oil supplied from the Primary and Secondary Oil Pumps to the piston assembly. The shims decrease the amount of distance between the clutch Piston assembly and clutch engagement.
The main thing people forget to do in the installation process of the Dual Pump Quick Spool Kit installation is to take the 2 – Oil Orifices and clean them up! Remove all debris and dirt from the passages and reinstall them into their rubber O-Rings to reinstall into the Dual Pump Assembly.
Once this is done its time to install the modified Springs into the Dual Pump Assembly. In our kit we supply 2 spring replacements for the dual pump Assembly that increase hydraulic pressure and hold your V and decrease pressure bleed-off while in AWD operation.
These pieces for the 2006-2011 CRV are a direct swap! Remove the old springs and replace them with the upgraded ones. However for the 1997-2005 CRV and 2003-2011 Element owners out there you will need to trim your spring slightly to allow proper fitment. Take your factory Pressure relief Spring and trim to the desired length of the factory Pressure Relief Spring. For those of you just doing the quick spool install this is the end of the road for you. Reassembly the dual pump assembly after your parts have been inspected and cleaned. For the rest of you we will continue our rebuild later this week with the pinion removal and bearing replacement. Tq Values for the Dual Pump Assembly Bolts are 5lb ft of TQ.
Thanks everyone for participating and following along! Like/ Share/ Comment!
Continuing from our last post where we disassembled the rear differential from the carrier and talked about what we will be installing into our customers differential. Today we will be removing the nose cap from the differential carrier, the clutch assembly, and the dual pump assembly for the Dual Pump Quick Spool Mod and Racing Diffs Clutch Upgrade Install! So without further adieu Lets Get it!
To begin this process we will need to get some tools like last time to prepare for our disassembly! I’d recommend a “Strait Blade Screw Driver” always at the ready! But here are the tools that will be required to accomplish this task!
3/8ths” Drive Ratchet.
3/8ths” Drive 3″ extension.
3/8ths” 8mm 6pt Socket.
1/2″ Drive Ratchet or Breaker Bar.
1/2″ Drive 24mm or 34mm Socket.
1/4″ Drive Ratchet.
1/4″ Drive 6mm Socket.
1/4″ Drive 3″ Extension.
Driveshaft Flange Support Bar.
6″ Long #3 Strait Blade Screw Driver.
Small Center Punch.
Small Razor for Gasket removal.
45 Degree Scribe.
Differential Nose Cap Removal
First I needed to get some illustrations from the CRV Master Service Manual. I acquired them from Honda thanks to a couple of good friends! This should help support this episode for you all to follow along. The procedure is pretty strait forward. Using a center punch you will need to take your hammer and remove the dimple on the pinion nut that locks the differential pinion nut. This dimple keeps the pinion nut from backing off and from loosening under normal driving conditions.
While supporting the weight of the differential install the driveshaft flange support bar and hardware onto the U joint flange of the differential. Install the driveshaft flange support bar onto the differential and grab your 1/2″ drive breaker bar and (24mm or 34mm) socket. Place the socket into the differential and break the TQ of the 24mm pinion nut and remove it.
Next we will remove the 8x8mm bolts from the differential nose cap cover. Pay particular attention to not strip the bolts when removing them. Using your 3/8ths” drive ratchet, 3/8ths” drive 3″ extension, and 3/8ths” Drive 8mm 6pt socket remove all 8 bolts from the differential nose cap cover and place them in a safe area.
Once this step is complete use your 6″ strait blade screw driver and pry-bar to separate the nose cap cover from the differential by prying at the separation tabs on the nose cap and carrier assembly. Remove the nose cap cover over your drain pan to alleviate spills and messes. Separate the nose cap cover from the differential carrier assembly and place in a safe location. This should expose the differential TCD and Dual Pump Assembly.
Remove the differential clutch assembly and clutch cage by lifting them from the pinion shaft and placing them to the side. Warning! The TCD Clutch RAMP Assembly for the 2006 – 2011 RT-AWD differential have 8 small ball bearings that ride under the clutch assembly. Use caution when removing. Any damage to these ball bearings will render the TCD clutch RAMP assembly non-operational.
Dual Pump Assembly Removal!
I think it’s important to give some characteristics of both differential dual pump assemblies we support! At first glance the dual pump assemblies from the 1997-2005 CRV are noticeably different in size.
Carrier Assembly Preparation!
Using your strait blade screw driver use the side of the case to gain leverage to pry the strainer from the carrier assembly. *CAUTION! Please be careful not to damage the screen of the strainer during removal.
In the next part of this build documentary we will perform the inspection of the internal differential components We will then compare the older CRV differential carrier assembly to the new and remove the pinion from the differential for bearing inspection. Stay tuned and we will be back soon! Thanks for following!
So to Kick this off. We are working on a 2006 CRV Differential for our customers build! This differential will receive the GEAR-X/ GTS Motorsports Torsen Rear LSD, Dual Pump Quick Spool Kit installation and Racing Diffs Molybdenum Ceramic Clutch Upgrade as well as a full rebuild with OEM Honda Bearings, Seals, Gaskets, Oil Seals and completely cleaned inside and out before assembly. This will be of many new differential builds from a service we now offer here at Automotive Koncepts & Designs Inc. The service allows for many upgrades from our inventory and Partner/ Manufacturers and features the best components and innovations from our collaborations. In this build segment today we will be removing the Differential from the Carrier and discussing the process of the build.
For this operation we will require a marinate of tools but nothing out of the ordinary! First you will need a long “Strait Blade Screw Driver” a 3/8ths” Drive Ratchet, 3/8ths” driver 12MM 6pt Socket, a bucket to drain your Dual Pump Fluid into, a tray to capture spills and a bag to catalog your hardware removed from the differential. Id advise also carrying a 45 degree scribe and definitely have gloves because this can get really messy!
To start lets drain your differential! Remove the Drain Plug and Fill Plug from the side of the Differential. The Drain and Fill ports are 3/8ths” drive ratchet hex so use the ratchet with a 3″ extension so you have room for clearance to turn the ratchet. Turn the ratchet counter-clockwise to remove the fill and drain ports from the differential and prepare your bucket and spill tray to receive Dual Pump Fluid!
Once the ports have been removed turn the differential onto its side and drain until empty. Next task to remove the differential from the carrier is to remove the differential tail cover bolts. For this you will need the 3/8ths” drive Ratchet and the 12mm, 6pt, 3/8ths” drive socket and you will break the TQ on the differential cover bolts.
Note: The differential cover on the dual pump differential also acts as the differential bearing retainer! Exercise caution when removing the hardware as the differential could inadvertently separate once the hardware is removed from the diff cover if not properly sealed.
Repeat the steps of removing the differential tail cover hardware until complete. Store all of your removed hardware in a safe location or in a bag labeled by where it was removed from and the date removed.
Once the hardware has been removed and stored use your Strait Blade Screw Driver to separate the tail cover from the carrier assembly by prying against the “Separation Tabs” on the top and sides of the differential.
Once the Differential is separated from the Carrier use the 45 degree Scribe to remove the differential Alignment shims from the differential tail cover assembly.
Once removed from the carrier and tail cover place the differential in a safe area laying against the bearing surface not the ring gear for storage. but be sure to remove the .030 Shims from either side of the differential bearings first.
For this build we will not be utilizing the factory Differential so no need to do anything with it at the moment. Disassembly will continue every day this week. Walk through this process with us while we explain the rebuild process and the amazing performance products we will be installing into it. Thanks for viewing! More coming this week!
So today we are getting organized and creating the shelving system in the new shop. Figured I would highlight the shims for the dual pump quick spool kit (DPQS) Because I had not up until this moment unpacked all of them other than to check quality when I got them from CNC.
This part in the kit reduces the clearances between the dual pump piston assembly and the clutch cage assembly allowing it to engage the clutches in the differential much faster then factory with the same amount of pressure increasing the response of the differentials Engagement translating to more power put to the ground sooner!
Installation Video and Pics with instructions for private installations coming soon. Will provide the system breakdown and pictures of the assemblies and explain the difference between the CRV/ Element/ Cross-tour differentials so everyone can be informed.
This is a key component in the DPQS Kit for our 2006 to 2011 CRV and Accord Cross-tour kit. These innovations and more like them are available here on our store by clicking the link below!
Well its that time! Got a customers rear differential in today for a Servicing! This differential will receive a rear GEAR-X / GTS Motorsports Torsen LSD, Racing Diffs Dual Pump Clutch Pack upgrade Kit and an Automotive Koncepts & Designs Inc Dual Pump Quick Spool Kit with new Bearings, Gaskets, O-Rings, Drain/ Fill Port Plugs, and Oil Seals after a nice cleaning and inspection for damage!
Preparing this one for a good build documentary and gathering the remaining pics needed for the DPQS Kit installation guide for those who want to do this at home on their own. Getting things moving at the new shop and preparing for a lot of new builds as well as some more parts to leave!
A couple more parts waiting to be received before we can kick this party off right! Ill show you step by step how this system works and additionally go over the differences between the 2 differential styles of RT-AWD Differentials in a short video. Stay Tuned and Prepare for some knowledge!
Bisi discusses the disassembly and future plans for the RT-AWD CRV/ Element/ Cross-Tour Rear Differentials in partnership with Automotive Koncepts & Designs Inc, Bisimoto, Quaife and Racing Diffs!
Through our partnership we have created several aftermarket performance parts supporting the AWD platform for Honda. In this Bisimoto YouTube video Bisi discusses plans moving forward with development with additional support from “Quaife” and the future projected plans for testing our Dual Pump Quick Spool Kit with our new Racing Diffs Molybdenum Ceramic Coated Clutch Upgrade kit for the RT-AWD CRV, Element and Accord Cross-Tour.
More to come from Bisimoto Engineering and this amazing partnership with full length Tear Down and Assembly videos complete with technical specifications coming soon. Like what you see and want to learn more about what we are doing! Follow the team and learn about the future of our developments by following us with the links below!
some things for 2019! Starting now we will show appreciation for our customers,
fans, and import culture by featuring one of your vehicles per month! This
idea has been used with many companies to showcase products, announce
partnerships, friendships, show trends in motorsports and car culture over the
Our intention is to showcase to the world what the pulse of the street is and bring light to like-minded innovators. While showing their awesome rides to the world! So without delay I would like to introduce James Nelson of Las Vegas Nevada and his 5th Gen. Turbocharged Honda Prelude featuring a custom built all-wheel drive conversion.
From the outside appearance of this vehicle you would think it was more show than go but we assure you James has addressed all of the areas of concern with great attention to detail.
comes from DavSport featuring a track ready front Splitter and Side Skirts with
a VIS Carbon Fiber Hood, LSG Lambo Door Kit, Carbon Fiber Radiator Cooler
Plate, Type R Style Wing with Custom LED Tail Lights and Projector Head Lights.
The car is
equipped with an amazing layout and a lot of performance products to capture
the eye. The interior features Katskin Leather Seats, Pioneer flip out
Navigation System and 5.1 Digital Sound Processor with 9 JL Audio Mids/Highs
speakers, 4 JL Audio Sub-woofers including (2 x 8″ and 2 x 12″) and 3
x JL Amplifiers for a total of over 5000 WATTS of True Power. Lots of
Fabrication in the interior as-well with custom rear panels to add 2 more
speakers and continue to match the theme of Katskin leather interior throughout
the car. Its equipped with an AP1 S2000 Steering Wheel and Factory designed
Carbon Fiber Trimmed Gauge Bezel with VEI Systems Digital Gauges.
consists of an H22A4 Block fitted with Mahle Racing Pistons, Crower Rods, a
Stock Micro-polished and Balanced H22A4 crankshaft. The H22 head has been
outfitted with 1 mm over-sized Supertech valves, Upgrade springs and retainers
with Stock H22a cams. Looking into this engine bay nothing has been left
untouched! Keeping his 526hp AWD power plant in place are a set of Innovative
H22 Engine Mounts sprayed wrinkle black with poly inserts to allow him to
operate with comfort on the street but ready for racing. Adding to the styling
of this vehicle we see a marinate of polished components. External styling
comes from DavSport featuring a track ready front Splitter and Side Skirts with
a VIS Carbon Fiber Hood and a Carbon Fiber Radiator Cooler Plate, polished
Mitshimoto Radiator, polished Thermostat Housing, Power Steering Pump, AC
Condenser, Alternator, Distributor Housing, Transmission Case, Accessories
bracketry and Valve Cover etcs.
Forced induction has been provided by a Precision 62/62 ball bearing turbo w/polished cold-side and a ceramic coated hot side. Supporting the weight of the turbocharger is an equal length LoveFab turbo manifold connecting single 38mm Tial Waste-gates. His turbo system is complete with a Frozen Boost Intercooler, 3″ polished intercooler piping to a 70mm OBX TB and polisher Skunk 2 H22 manifold. The exhaust system features a 3″ custom made 304 stainless design that transition to a 4″ x 2″ oval under the floor to 3″ out and a Sebring Tuning round muffler. Supplying fuel to this AWD monster comes via AEM EMS and twin AEM 044 Fuel Pumps, Fuel Injector Clinic 2150cc Injectors and a modified Prelude fuel tank. This car boasts a 526hp H22A4 Motor tuned on an AEM Series 1 Engine Management System with a 100 shot of Nitrous available on demand.
The AWD system is
comprised of mostly Honda CRV parts. It consists of modified Prelude Trailing
Arms with CRV Hubs and custom grafted CRV/H22 Transmission. It reveals a
factory CRV Driveshaft allowing power transfer to OEM Rear CV Axles from Honda.
tightly wrapped close to the rear sub-frame features a Sebring Oval Muffler and
a rear sway-bar kit courtesy of Progress Motorsports. The suspension
features an amazing assortment of components as-well. This vehicle rides on a
full BC coil-over set with Energy Suspension Master Bushing Set, Suspension
Techniques front Sway-bar, Megan Racing Toe Arms, front and rear adjustable
Camber kit, powder coated by Snail Motorsports. Brake upgrades include Custom
mounted TL Type S Brembo front Calipers, RSX Type S Big Brake Rotor Kit, 5th
Gen Prelude Rear Big Brake Upgrade, Steel Braided Brake Lines on all 4 corners,
rolling on some Enkei RP-05 18 wheels wrapped in Toyo R888r 235/40r/18″
rubber firmly placing the power to the road where it belongs.
Thank you all for
your support and this is the first of many project debuts we will do. Cant wait
for the next one! If you would like us to show case your car or new
innovation email us at firstname.lastname@example.org make
sure you put in the subject line “debut my ride” or innovation!
Automotive Koncepts & Designs Inc is proud to announce our newest partner in manufacturing, “Racing Diffs!” Through a collaboration with Racing Diffs and Bisimoto Engineering we have developed a new line of clutches to support the CRV/Crosstour and Element rear diffentials.
This superior design offers a Molybdenum, Ceramic, full faced clutch construction yielding an amazing 300% over factory gripping force and the ability to dissipate heat almost instantly while providing an OEM Fitment. When used with our Dual Pump Quick Spool System (DPQSS) the CRV/Element/Crosstour differential will provide amazing response over the factory differential and more performance for higher hp AWD vehicles.
Our clutches are coming soon and will be sold exclusively through Automotive Koncepts and Designs INC or one of our authorize retail distributors.
I’ve been asked by several customers using automatic Honda and acura transmissions for recommendations for tuning their vehicles over the years. One customer in particular who had a request to make a high hp automatic supercharged vehicle needing a solution to safeguarding his investment! Look no further! HAMotorsports has you covered!
With years of extensive design, testing, tuning under their belts HAMotorsports has created an easy to install jumper harness that splits the automatic controls from the manual control options of the EMS System allowing any OBDIIA/B vehicle to run an OBD1 ECU and TCU control module with Hondata, Chrome, Neptune Etc.
Check out their extensive line of electronics and jumpers and gain the competitive edge in tuning your automatic vehicles performance.
After many requests from our customers we have combind the RT-AWD rear differential performance products into a single listing! This listing contains Staged build lists completes with HP recommendations and performance parts based on differential design and desired power ranges.
This listing rolled into our Holiday Sale will expire midnight cyber Monday and offers 30% off of racing diffs and akdbuilt quick spool kits. Build your diff with confidence and happy holidays from Akdinc!
Norman Rogl Frisch (@abnormous) taking the “W” against a 9 second Hemi Hellcat Charger at his local racetrack. The Hemi Charger letting off right after the 60ft mark due to traction issues! Featuring our modified V1 AWD Conversion system Norman is proof of our initial conceptual design works perfectly. This system was used to spawn the new V1.5 AWD Conversion used on several cars like the fabled Grinch and several other SFWD Cars now AWD Converted!
4 and 5 Lug looks great in this design! More hardware shows up daily! Getting down to the final back orders. Only 5 remaining with this last batch goi g out for Arms. Subframes are in manufacturing! Cant wait to see this all unfold! Coming along well! Check’em out!
The inspiration for our H22 AWD Transmission! Tested to 650hp this Modified casting is based off of an H22 FWD Transmission and the B Series AWD Transmission grafted together to create this drive-train.
Engineered originally by James Nelson this transmission has been operational for over 5yrs and we have brought this innovation to you in our new unique design for the H and F Series Family.
A yr long project this new transmission will feature gear fitment to OEM H and F Series however will also make use of GEAR X H Series Synchronized and Dog Box Gear Sets with the B Series AWD Gear X or Equivalent LSD! Check out James Nelsons Amazing 5th Gen Honda Prelude and his build to AWD!