does any one know how we can make these cr-v transmissions as strong as the b series transmissions?. the guys at epic have replaced there internals with parts from a ls or gsr with custom forks and what not and so far they havnt reported a problem with second. any way chime in if you think you have a fix or know of a solution to try. also there is currently a custom cr-v trans already built that uses all ls parts for first and second installed in another member on heres awd converted civic but it wont be tested for a few weeks yet and requires a decent amount of custom work to duplicate even if it does work well.

 

no tranny **** no care, you know me

I've never been inside a CRV AWD tranny but told it is much like a H22 setup. Sounds similar to CSB walking out on a D tranny.

ZEXman (going WAY back now!) noted issues with his D tranny of the outer case being stretched from the countershaft pushing outward due to the helical cut on the FD.

Just thoughts.....now post pics

 

hey charles,might try and call you to chat its beena while pm me your number incase i lost it.

 

you have the correct number, I was just busy, you called about noon.

I've never seen the internals, even postmortem pics would help.

If the countershaft is being shoved out of the case by the helical cut on the FD, the shaft shifts but 1-r-2 slider doesn't, thus acting like it is popping out of gear.

 

dave from syncro tech called and as of right now all they did was look over the second gear parts they said it all looks great, so pics definitely wouldnt tell the story. next they need to assemble the shafts and check for clearances and play. what ever is happening is not easily seen by the naked eye. i agree that i think its the shaft moving but we shall see. i was thinking of drilling a threaded hole right above the shaft threw the case and putting a bolt with some sort of bearing on the end of it that allows me to set some preload on the shaft to see if it stops it from moving up. i think maybe second gear isnt causing this problem i think the hard launches do and since the shaft is moving in such a way that it actually holds it in first gear better but then pops it out of second. so far the the clip and bearing that hold the shaft in place on the trannys i have here dont look to have any slop in them.

 

Fortunately, the CRV transmissions do have a retainer to the clutch housing CS needle bearing like the other B-series.

The shift forks still have more range of motion than where the shift detent ***** and sleeves force them to be located under normal circumstances. And then with this pop out happening under coast, the countershaft would be lightly (if at all) pressed back toward the clutch case given it being driven by the ring gear, thus aiding 2nd staying in provided all bearings are in sufficient shape. The countershaft bearing in the clutch case wouldn't be a factor as it hasn't crept out of the case at all given its retaining brace.

Zex Man had noted up to .100" of flex in some cases with the D-series, which would elevate the countershaft. Now, given there is little understanding of the CRV cases due to limited testing, they are a different case setup than the non-CRV B-series and may be subject to transmission housing flex more so than the non-CRV B-series - it certainly wouldn't be unbelievable. I don't have a CRV case to test this on at the moment, but with a K-series, once the detent spring and ball locate the shift fork into 2nd, that fork still has .056-.058" of extended travel potential beyond that point. So, in Craig's particular case, the housing could be flexing a greater distance than the shift fork is able to continue moving, which would allow the pop out - even when forcifully holding the shifter in 2nd.

The 1/2 shift forks of the CRV trans also seem a bit more susceptible to bending from less thickness of the finger. Could be a bit of that, as well. But you still have to be incredibly hard on a shift fork to bend it. If you're bending steel/welded shift forks, you should just get out of the driver seat.

With that said, if the housing is flexing, I would suspect you'd see slightly looser mainshaft thrust clearance after the flex occurs. Might be a good idea to measure that before the trans is used, and then measure again once the 2nd gear issues occur.

 

i have another new/used transmission on the way to put in the car for the first weekend of points, i have to return the current one as a core so i cant tear into it. i do have a torn down cr-v trans here shaun if you want to come up and pick it up and use it as a experiment to try and find a solution , there are several other cr-v transmission guys waiting with baited breat for a solution as well, they are following my progress and hoping for a solution as well. i think jason will end up also having issues since he will be making even more power and probably launching even harder then i do.

 

Bull....thank you for the old info!

 

I need help b16a ls Tranny in an ef speedo doesn't work I'm going at least 80 and it says 25 lol tried a few different ideas different cable different vss still same issue any help would be appreciated I can't start a thread yet so I'm posting hoping forbade response lol

 

It's definitely going to be a nice emerging market; that is without a doubt. But at the moment, I have plenty on my plate as is, and about the only help I'll be able to contribute will be some side commentary. LOL Def gonna check back on this from time to time and wait to hear what you guys figure out though. I can't see it being explicitly linked to the 2nd gear set alone of the CRV (you mentioned Epic reporting no issues with LS 2nd). I would certainly think it's a casing/bearing issue.

No prob! Your post reminded me of one of his that I had read a year and a half or so ago (and by then it was several years old!). Had to go dig the post back up to see the exact number he was reporting to keep it factual.

Obviously, we can't use the numbers of .100" and .056" as gospel (assuming the CRV trans saw similar numbers, of course) because the shift detent slot will be halfway up the case, and who knows how much stretch would be seen from that point to the c-clip. Everything just needs measured when in "like new" condition, and then after when it's seeing these symptoms.

Tranny **** for you, Bone, so you have some idea to the CRV trans setup. These are pics from the one I assembled with LS and GSR internals. It's ef4dr's build and we had outsourced some of the machining of parts, as well as, ef4dr modifying the shift forks - which IMO is the hardest part to get exact. If this setup works, it wouldn't be a bad idea to get some custom ones machined/welded to work.

 

I had found the FSM to download, but thanks for the fap material