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Swapping Hydro Guts To Cable Case - Reverse?


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#1
PuddleSkipper

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Found this thread that says you can swap S80 gears into a YS1. Wondering if anyone has done this before. This is a B series but I read it can also be done with a D series. Also I am assuming that this can be done in the reverse order right? They are interchangable so it goes both ways I'm assuming. I have a few 1988 HF trannys. The HF trannys are plentiful around here and if I could swap these into hydro cases, I would have to use the DX case with the smaller carrier bearing I believe, and basically have an eco geared/high mpg tranny in a hydro case. If I can use the hydro case I can use the Hasport D series kit (again). Most people go the other direction from hydro guts to cable case because the cable case had weak aluminum forks but in this case I'm not going to be drag racing, I'll be hypermilling. I'm also wondering about the final drive. The 1988 HF has the best final drive out of all the HF's for the lowest rpms. The final drive is the pinion and ring gear right? and I'm assuming I can swap that over to the new case as well, but if I can't I would love an explaination of why. Thank you in advance.

http://www.outlawatv...nny_how_to.html



#2
PuddleSkipper

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Nobody has swapped cable guts into a Hydro case? Even on a B series?



#3
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YS1 tranny case will take hydro gears from what I have read

talk to M-factory



#4
Screech

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Also, I don't thing you get a pinion/ring gear in a FWD trans-axle. Normally only seen when the axis of rotation between the gears are not parallel, like in the rear end of a RWD. For our trans-axles the input, counter and differential all have parallel axises so helical or straight cut gears can be used. Also note: Always keep the ring gear and counter shaft as a matched set.

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#5
PuddleSkipper

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YS1 tranny case will take hydro gears from what I have read

talk to M-factory

 

Thanks, that seems to be the same info I have but I was wondering if it worked in reverse, which I am assuming it does.

 

Also, I don't thing you get a pinion/ring gear in a FWD trans-axle. Normally only seen when the axis of rotation between the gears are not parallel, like in the rear end of a RWD. For our trans-axles the input, counter and differential all have parallel axises so helical or straight cut gears can be used. Also note: Always keep the ring gear and counter shaft as a matched set.

 

Cool, thanks, a local auto X'er that has bought a bunch of parts from me explained it. He was full of tons of information and has a 1.5L EF Hatch he runs so he really knows the 4th gen stuff well. Most of my previous experience with cars has been RWD Mopars so the way he explained it was that it is similar to ring and pinion of a RWD car in that all the gears have to be processed through the final drive. So if you have a RWD drag car and the ring and pinion are 4.56's your top speed will be limited but you will be able to get there quicker. If your running 2.89's your accelleration will be slower but you top speed will be higher if given the same engine because the engine rpms aren't red lined. He also said that you could pull out the fill plug on the tranny and mark the gear with a scratch awl or something that can scratch hardened steel and count the # of teeth on the smaller gear by using a clutch disk to rotate the trans (doesn't matter what gear it's in)  and if you knew the number of teeth for the smaller gear you can assume the other larger gear and figure out the final drive.

 

Here's some info I found on 88-91 civic stuff

Ring / Pinion teeth numbers = Final Drive ratio

 

88-91 - HF 65 / 22 = 2.95 FD - Federal
88-91 - HF 65 / 20 = 3.25 FD - California
88 DX - 67 / 18 = 3.72 FD
89-91 - DX 70 / 18 = 3.88 FD
88-91 - Si 68 / 16 = 4.25 FD

 

So if you open the fill plug and count 22 teeth you can assume the larger gear is 65 teeth and you have a 2.95 FD.

 

The reason I initiated this topic was that VX/CX trannies are hard to come by, HF trannies are fairly plentiful. By swapping HF guts into a DX case this would allow me to basically have a VX/CX trans and use the Hasport AFD2 kit which only fits the hydro trannies. However, I did discover that the 88-91 L3 D series tranny can be easily swapped into our cars after discovering a 88-91 DOHC ZC set up in an 87 CRX at the junkyard. The only thing I am unsure about is the Driver's side axle because the DOHC ZC set up used the intermediate shaft. I did find out that all SOHC ZC trannies also carry the 27 spline differential so maybe one could use the differential from one of those and use the cheap 86-89 integra intermediate shaft and just go with the 86-89 integra axles. If this was done with a 1.5 L block you would need the Hush 22 intermediate shaft adapter, if done with a 1.6 L you could just modify one of the mounting tabs like Zephyr did with his race car. I may reverse direction on this and just swap the VX/CX stuff into an L3 case because it saves lots of money on a custom axle, custom mounts, and hydro conversion kit, however, I did read that the VX/CX trans has some differences internally from the DX and SI trannies that may make it incompatible for this type of swap.