I dropped the trans on my '00 to replace a broken shift change holder assy. Thankfully the piece that broke off didn't mingle with the gears or diff. Anyway, it wasn't the most fun I've had working on a car (did all the work myself) so I'd rather not have to do it for a while... I was thinking about what I could/should do while the trans is apart waiting on the SCHA.

My first instinct was the rear main seal and clutch/flywheel inspection. Anything else besides the bearings?

And does anyone have a JDM ITR 4.785 final drive w/ an LS or even JDM 5th? If so, would you recommend it for a semi-daily driver with minimal highway driving?

 

Open the Helm manual and use feeler gauges to inspect clearances.

 

Throw on the JDM final drive anyway.

Here's the list of all of your bearings if you want to replace them, it ends up being $370 shipped through acruaoemparts.com right now if you order online

91005-P80-E31 x 2
91102-P80-003 x 1
91104-P21-008 x 2
91107-P21-003 x 2
91108-P21-008 x 1
91002-PS1-003 x 1
91003-P21-003 x 1
91004-P21-003 x 1
91101-P80-008 x 1

PS, I'm not a parts book but I'm about to order all of this crap to get put in while my 4.785 is getting installed post-expo.

 

Nice, gonna quote and save that badboy!

As for the JDM FD, I'll plug it in my gearcalc to see how it stacks to stock USDM gearing. I bet it feels weird when the revs take a dive after a 4-5 shift to an LS 5th

 

Exactly, don't do it.

 

It looks like adding a JDM FD and LS 5th actually results in an overall longer 5th gear while giving a nice and much needed boost to 1-4th.

Total Fifth Gear Reduction
USDM ITR & Si: 4.400 x 0.848 = 3.7312:1
ADD JDM FD: 4.785 x 0.848 = 4.05768:1
ADD JDM FD+LS 5TH: 4.785 x 0.714 = 3.41649:1

JDM FD alone shortens the gearing by 8.0% over stock
JDM FD + LS 5th widens the top gear by 9.2% over stock

Hmm, almost 10% lower revs at cruising speed.. suddenly that 4300RPM at 80mph is now under 4k (identical to my H22 setup, much more bearable than ITR). The car has the power upgrades to forget about engine lugging concerns. I think I need to look into this!

My gearcalc from my Si days (plug your own crap in): http://quick99si.home.comcast.net/mi...JDMFDLS5th.xls

 

I've head that a 4.9 is great...I can't stand the high rpms with my 4.785 at highway cruising speeds. Almost makes me want to slow down...almost.

 

I don't know how the price for the 4.9 can be justified from being nearly double that of the JDM 4.785.

 

Most car mods can't be justified . To the OP I know you are looking for something that is tame on the highway but here is some off-topic info on final drive choices,

http://forums.**********.com/zerothread?id=5156

 

Yeah but how can you justify that minor amount of difference for twice the price. And not to mention the less expensive item is OEM

 

Depends on the OP, might as well stay stock and save money if price is an issue.

 

I think you're missing the point. When solely deciding between the two final drives you pay nearly double for the ATS that is only slightly geared higher than the JDM ITR FD (which is also an oem part as well). I guess it doesn't make sense to me.

 

Or maybe get a mfactory 4.9 for a little more? That would make a bit more sense and not be 2x as much.

 

I'm curious, is it common for bearings to wear out on the ITR transmission? I have had a whining noise from my transmission ever since I owned it but have never gotten around to fixing it because It still drives fine. Just an annoying whining sound at certain speeds.

 

It could be something as simple as an axle, like debris in or around the splines for either axle or intermediate shaft. As far as wear, I'd say it shouldn't differ from normal manual transmissions.. although I'm curious as to what effect, if any, the relatively large RPM drop (from upshifting) in this transmission does to wearable components or even synchros/gears.

 

The ONE time I didn't wear gloves is the time I get 3lbs of grime under my nails and break skin on my middle finger cuticle (does honda-tech have a manicure technical resource forum??)

Here's the part that broke off. Every time I see it, I just picture it getting shredded between gears and spawning 20lbs of shrapnel before the car could even come to a full stop.

 

I have seen that exact part break several times on transmissions that i have repaired. About $60 if i recall correctly.

The whine that you are refering to is mostly in 1st & 2nd when accelerating or decelerating? May have to do with the thin oem mtf Honda uses these days. Try Redline.

The input shaft bearing is the most common bearing to go bad.

 

That's true for ALL ITR's. It's funny bc I've never heard the whining on any of the lower model integras. Just get used to it.

 

Could the sound be getting confused with the LSD?

 

How are your synchros? If you are getting a little grinding, now would be a good time to change them out!

Upgrading the LSD is a good time as well since it's all out!

I recently upgraded the stock LSD to an ATS clutch-type. Other than the break-in procedure and how much the gear oil costs, i love the new LSD.

 

Look's like you NEED one of these....I have NO association with these guys...just found this part while I was doing research for a future, up and coming B20Vtec build, for drag purposes....

Just a suggestion:
https://honda-tech.com/forums/performance-45/speedfactory-modified-shift-change-holder-assembly-2730054/







Apparently this piece IS a common/familiar weak link in Honda trannies....along with the infamous 2 to 3 synchro cones....

 

I saw and researched that piece... besides the obvious 5x the price difference, it doesn't seem like it would be fun on a daily driver (stiff return spring)

 

Sooo, rebuild it yourself, or have them do it, WITH the oem spring, just purchase the selector pawl itself....


You've obviously gotta get a new one, might as well be a Better than OE one....

just .02