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!
Torsen limited slip differentials are in! Just received word from Gear X that they have received our first batch of Torsen limited slip differentials and a special appearance of they are new Honda CRV upgraded ring and pinion!
Now that the design process has been completed and the parts are in manufacturing we are 6 to 10 day delivery time for these custom-made Parts shipping into the United States. Ready to play some serious orders for these new Innovations to add more power transfer capability to your RT AWD rear differential. Let us help you put traction to the ground as this is the world’s only limited slip differential for the Honda CRV and Element rear differentials.
And let us secure that power transfer through your new GEAR X/ GTS transmission ring and pinion.
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!
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!
A quick Service update from Racing Diffs! Through extensive testing we have determined that to gain optimal performance from the Racing Diffs Molybdenum Ceramic Clutches for the Honda CRV/ Element/ Cross-tour rear differentials the recommended differential fluid should be VW DSG ATF Fluid. This technology based on the oil viscosity and the lack of a Honda compatible substitute with friction modifier!
“DUAL CLUTCH GEAR OIL 8100” is a Superb high-performance oil based on HC-Synthesis oils. Its excellent additive combination with extremely shear-resistant viscosity index improvers, modern wear protection additives as well as stable friction agents achieves an excellent coupling performance. This hi-tech lubricant was developed specifically for the requirements of the increasingly prevalent dual clutch transmissions (DCT). Dual clutch transmission oil 8100 is especially also suited for dual clutch transmissions equipped with a shared oil supply for clutch, synchronization, gear set and hydraulic control.
optimum stability to aging
excellent wear resistance
outstanding resistance to oxidation
very good low-temperature properties
excellent shear stability
excellent viscosity/temperature properties
Make Liqui-Moly 8100 Dual Clutch Gear Oil your synthetic of choice to increase your Racing Diffs equipped Dual Pump differential Performance!