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Today at Atelier Kaz - Private NSX Enthusiast, ex-Honda R&D engineer with F1, Indy/CART background

Eng Refresh + LMA, etc 45

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ATF drain bolt.
Lots and lots of metal dust on the magnet.

Honda AT gbox uses multiple friction CL discs at each AT gears unlike the planetary gears mechanism so inevitably,
the friction materials will get separated on gear shifting under hard acceleration and eventually,
these metal dust will block the big filter in front of the AT pump resulting in loss of drive.














Addition to the initial 4.0L, further 1.1L of ATF came out.
This should be clear light red colour and not like dark black/brown, like eng oil ......
Lots of metal dust then....... Sooner or later, this AT box requires overhaul.....

For Honda AT gbox, please replace ATF regularly to extend the timing for the requirement of overhaul.












All sub frame bolts, eng/gbox mounts, etc tightened to the spec in specific sequence.













Before tightening the exh nuts, aligned the exh tail pipes as much as possible but not much room to play with OEM setup.....
They will change position again once heat cycled and vibration applied but at least, you can minimise the effect.
Aftermarket header/exh back box made from stainless 304 would shift even more.















Suspension bolts and nuts back in place and will be torqued under 1G later.











I now know why there was tiny oil seepage at the oil drain bolt.
It was overtightened in the past and the thread on the oil pan was damaged.

Managed to rethread it and also rethreaded the plug side but you really don’t want doing this because
even with the use of magnet, you will be forced to do it while eng oil continuously draining so your hand, arm, floor get really dirty and eventually,
you will be forced to remove the oil pan to either replace it or repair it properly.






Keep putting everything back in place, vacuum check of the cooling system,
pressure check of fuel pump for the aftermarket fuel filter and then fireup the engine.



Kaz











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