nuro

i can give you symptoms.

first won't go in unless i'm at a complete stop

1st to 2nd will grind in cold weather

3rd to 2nd will, in all temperatures, have enormous resistance. its not just one pop its like a big massive rubberband somewhere puts pressure against the entire movement. only double clutching will get rid of this, and sometimes itll grind.

2nd will also seem to want to "leave" the gear more quickly. it takes not much more than a passing breeze sometimes for it to pop out of gear once the clutch is engaged. i have no lclue what this means though, and its not technically a problem but it may be a warning sign

2nd also "twitches" upon acceleration/deceleration yes, i know supposedly this is normal but no other gear does it

3rd can sometimes lock out

4th is fine

5th will grind occaisionally

reverse wont go in 1 out of 2 times

i've driven only two other preludes. a 97 SH and a 4th gen Si, and my gearbox in everything but 4th feels much notchier

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1999 Prelude 2.2 VTi 4WS
I speak fluent typo

schwett

the gear could be "measured" by turning the input shaft and counting the revolutions of the output shaft. it could also be calculated from the diameter of the gears themselves - a 5" diameter wheel turning a 2.5" diameter wheel would be a 2:1 reduction ratio. in reality, honda designs it a certain way so they know ahead of time that it's x.xxx : 1.

if you swapped out the final drive from an SI or VTEC tranny into your S tranny, all of your final gear ratios will get shorter by about 5%. the car will have 5% more torque at any given engine speed, but you will also have to shift to 2nd gear 5% sooner than you do now, since you'll be reaching redline 5% sooner.

the total reduction ratio is determined by just multiplying the gear itself by the final drive. very simple. on your S tranny, 1st gear is 13.43:1. on an Si tranny, it's 14.11:1. 2nd gear is 7.34:1 vs 7.92:1 on the Si. the difference is greater in the higher gears b/c honda optimized the S tranny for fuel economy, and not performance. 5th gear is 2.86:1 vs 3.46:1 for the Si tranny and 3.71:1 on the vtec tranny. the engines maximum speed is also a consideration here : since your F22 has a much lower redline, you run out of each gear much sooner, so generally the manufacturer would use longer gears for cars with lower redlines. 2nd gear on an s2000, for example, is 9.75:1 and 6th gear is still only 4.48:1.

Ritteri

I dont think this is a problem of the bulk of the tranny. SOunds like a possible throw-out bearing/gear synchros is going? If your going to spend good money on another tranny that is very similiar and probably used, why not just put the money instead into new parts(like clutch,bearings,lsd etc)and have your tranny rebuilt? With a helms and minimal tools you could do it yourself and save a few more bucks even. Nothing brings out your engine's potential more than a high performance tranny rebuild.

[SUB[EX]

Well, i was running my SI tranny on my JDM h22a. I have this spair tranny sitting here that needs a rebuild anyway, so i figured I could see what it takes to make it a little more driveable. OK im really just trying to understand this. Ok heres another question.
Ok heres a Vtec tranny.
VTEC
1 3.307
2 1.950
3 1.360
4 1.071
5 0.870
FD 4.266

With the #'s given here, is the Final Drive already equated into the #'S? So if this tranny suddenly had a FD of 4.5 the other gears would have the same #'s or would have to be re calcuated?

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AIM:ISUBIEXI
S/SI/Vtec Hybrid. RS*R Header, JDM downpipe, Custom Downpipe back 2.25 Exhaust, Intake, ""Mugen"" Programmed p13, No balancer belt, no AC, Fidanza Flywheel, ACT clutch, SI trans, Power Slot rotors, SkunkII Coilovers, Enki Rims.

kennethmina

they will remain the same.

coz the actual ratio at particular gear = FD ratio x particular gear ratio

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Ken