This repair works in most cases, but we’re seeing some failures in specific applications (figure 3). It’s been a common repair technique to use a 1982–86 (early) 700R4 input sprag element without the washers as a direct replacement for the OEM Honda element. Now for the dilemma: Not all parts are created equal. These parts are normally available through the dealer or your regular parts supplier. So replacing the worn parts - the sprag element and the low gear - would be the proper repair for this unit. One thing that remains constant is that the outer sprag race surface is normally intact and doesn’t show signs of wear. From the supporting bearing’s outer dimensions to the inner lube retaining washers, there’s a wide variety of designs. While the inner race is relatively similar across the board, the outer races differ widely. Sometimes these symptoms can be intermittent and you may not be able to duplicate them easily. You many need to check the first clutch pressures to make sure the issue is the sprag. (For more, check out Mike Souza’s article in the October 2009 issue of GEARS). This wear creates symptoms such as no forward movement, falling out of gear when coming to a stop, and neutral-bang when accelerating after slowing to around 5 to 15 MPH. The inner sprag surface becomes worn by the low sprag element dogs free-wheeling on its surface (figure 2). The inner races become part of the low gear itself, and are usually the part that fails.
Finally, in the early 2000s, the sprag element became a standard size across the board.Įven though the elements are the same, the races differ from one application to the next. In the earliest years, the low sprag took on several different dimensions, based on application. Now that we know what the low sprag does in the Honda unit, it’s easier to appreciate its presence. The sprag freewheels while the transmission is in other gears.This prevents the need for complex programming to accommodate multiple downshift timing scenarios into first gear, such as those used for theA604/41TE. So units that use a low sprag keepthe low clutch applied in all forwardgears. So why even use an additional component that could eventually fail? Maybe because a sprag helps eliminate shift-timing issues that can cause clunks on coast-down into 1st. The first gear clutch is applied directly to the geartrain, without the use of a sprag assembly in 4-cylinder applications. The clutch apply chart (figure 1) doesn’t encourage the use of a low sprag. One of those characteristics is the low sprag assembly. But it shares some basic characteristics that we’ve grown accustomed to with other units. It’s the most unusual automatic trans-mission on the market, and it scares many builders off because of its non-traditional design.
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