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!
Ready for assembly our new batch of media blasted differentials have been completed by our friends at MCS Machine Shop!
No matter how big the job and how old the differential we have the tools to get the job done effectively and to specs and tolerances following the best in the industry!
Broken bolts? No problem! Part of our rebuild service includes a complete tear down and reassembly of all Honda RT – all wheel drive differentials and replacement of hardware including bearings for the pinion, differential bearings, nose Seals and O rings. Additionally normal consumable parts like fill and drain ports and the fill and drain port washer’s and oil seals throughout the differential are also replaced!
Non powder coated differentials are media blasted and prepared for their new oil seals and bearings and assembled in house and prepared for shipment!
When powder coating our differentials are preheated so that the degassing procedure can happen on the cast aluminum parts being powder coated and come out looking like glass! No corner is cut and no stone is unturned and no bolt is untouched doing our rebuild procedure leaving you with the very best performing differential with the support of after market products from our partners and our own in house services provided!
During assembly if bolts are broken we drill and tap the holes remove the old threads and replace them with brand new timeserts and chase all holes and threads with the respective diameter and thread pattern required to ensure their fitment every time.
Ready for assembly our service offers you the very best in the industry and a 0 miles high performance differential ready to take the abuse of the track and the street! Time to set some new records and release not only our partner manufacturers new aftermarket performance products for the CRV/element/cross tour differentials but also some of our very own! Dual pump delete and after market hydraulic pump upgrades are coming for you all!
Time to begin the assembly process and we will show you step-by-step how they are to be reassembled including setting backlash and determining the correct hardware to use for your application!
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. Our instructions covered the removal and drilling of the orifices and will be revised to include this engineering change. Thank you all and we apologise for any inconvenience!