How Much Does A Car Transmission Weigh – The internet will tell you that 100 extra horsepower with a 100-pound weight penalty is an acceptable trade-off. The internet will tell you it isn’t. The Internet can also tell you how to remove your own appendix. The battle between strength and weight is a constant battle. Since the beginning of engine swap history, transplanters have debated the value of more horsepower at the expense of added weight. But do you know how Honda’s four-cylinder lineup actually stacks up? You don’t care
For those answers and more, we caught up with HaSport front man Brian Gillespie, who knows quite a bit about Honda engine swaps and did a great thing by staying away from Internet speculation and instead weighing as many engines as possible. . You can thank him later.
How Much Does A Car Transmission Weigh
The unofficial basis for all Honda engines, the 1.5L and 1.6L single-cam D-Series engines weigh about the same, whether or not they have VTEC, or cable-style, or hydraulic-style gearboxes.
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Almost all B-series non-VTEC engines are the same weight. Although new, the OBD-I B18B1 engine features improved and more comprehensive emissions components and a hydraulic-style transmission; The extra weight from those bits is negligible, measured in ounces.
The only obvious differences between Honda’s two 1.8L VTEC engines – the GS-R’s B18C1 and the Type R’s B18C5 – are their cylinder heads and intake manifolds, both of which are identical in scale. The Japanese-spec B16B, thanks to its 1.8L-like deck height and Type R top end, weighs about the same. Despite being smaller in displacement, Honda’s B16A family weighs about 5 pounds less than its 1.8L VTEC rival, largely due to the lower deck height. As with the non-VTEC B-Series engines, all B-Series VTEC transmissions are nearly identical.
K-series engines are slightly heavier depending on whether or not they have a counterbalance shaft, such as the ’06-’11 Civic Si’s K20Z3, which carries 9 pounds of extra baggage. The lightest of the 2.0L K-Series bunch is the ’02-’05 Civic C’s K20A3 engine.
Honda’s 2.4L K-series engines are slightly different from each other. For example, the TSX’s K24A2 featuring VTEC on both camshafts tops its weight, followed by the 2.4L Accord engine, and finally the CR-V’s K24Z1.
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Different intake manifold configurations lead to slight differences in weight, but most 3.2L J-series engines are relatively similar. The larger 3.5L and 3.7L engines have a longer stroke, heavier crankshaft, and larger diameter sleeves, resulting in approximately 25 pounds of additional weight.
The fine print from our lawyers: All weights include engines, transmissions, intake and exhaust manifolds, axles and major accessories. All weights are approximate. All weights include manual transmission only. Gasoline engines must be disconnected from the driving wheels when starting and idling. This characteristic requires some type of unloading and coupling device to allow the load to be gradually applied to the engine after the engine is started. The torque or turning effort an engine is capable of producing is low at low crankshaft speeds and increases to a maximum at some higher speeds which represents the maximum or rated horsepower.
Automobile engine efficiency is greatest when the engine load is heavy and the throttle is wide open. At moderate speeds on level pavement, the power required to propel an automobile is only a fraction of this. Under normal driving conditions at steady moderate speeds, the engine can operate economically at low loads unless some means is provided to vary the speed and power output.
Transmission is one such gear changer. Placed in the power train between the engine and the driving wheels, it allows the engine to run at high speeds when full power is needed and slow down to a more economical speed when less power is needed. In certain situations, such as starting a stationary vehicle or climbing a steep grade, engine torque is insufficient and amplification is required. Most devices used to change the ratio between engine speed and the speed of the driving wheels multiply the engine torque by a factor equal to the engine speed.
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The simplest automobile transmission is the sliding-spur gear type with three or more forward and reverse gears. The desired gear ratio is selected by manipulating a shift lever that slides the spur gear into the appropriate position to engage the various gears. A clutch is required to engage and disengage the gears during the selection process. An automatic transmission eliminates the need to learn to operate the clutch. Most automatic transmissions use a hydraulic torque converter, a device to transmit and amplify the torque produced by the engine. Reverse and low range are manually selected in each mode, preventing automatic upshifts or using lower gear ratios than those used in normal driving. Grade-retarded provisions are also sometimes included to provide dynamic engine braking on hills. Automatic transmissions not only require less skill to operate, but also enable better performance than can be obtained from designs requiring clutch actuation.
In a hydraulic transmission, shifting is a speed-sensitive operating device that changes the position of a valve that controls the flow of hydraulic fluid. The vehicle speed at which the shift occurs depends on the position of the accelerator pedal, and the driver may delay the upshift until the accelerator pedal is pressed further and more speed is achieved. Control is by hydraulically engaged bands and oil-operated multiple disc clutches, by driver operation of selector levers, or in the latest designs by speed and load-sensitive electronic control. Compound planetary gear trains with multiple sun gears and planet pinions are designed to provide locking means in low forward speed, intermediate speed, reverse and direct drive. This unit is used in almost all hydraulic torque converter transmissions with various modifications. All transmission control units are interconnected with vehicle emission control systems that adjust engine timing and air-fuel ratio to reduce exhaust emissions.
The oil in the housing accelerates outwards turning the vanes on the pump impeller and reacts against the vanes on the turbine impeller causing it to rotate schematically as shown in the figure. The oil then flows into the stator vane, which is redirected to the pump. The stator acts as a reaction member that provides more torque than is initially applied to the engine pump impeller to turn the turbine. Thus, it works to multiply the engine torque by a factor of 2 1/2 to 1.
The blades on all three elements are specially designed for their specific function and to achieve specific multiplication characteristics. The clutch linkage allows the stator to accelerate slowly until it reaches the speed of the pump impeller. During this period the torque multiplier gradually approaches 1 to 1.
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The hydraulic elements are connected to two or more planetary gear sets, which provide greater torque multiplication between the turbine and the output shaft.
A continuously (or infinitely) variable transmission provides a highly efficient way of transferring engine power, while, at the same time, automatically varying the effective input-to-output ratio to optimize economy by operating the engine in its optimum power range. Most designs use two variable diameter pulleys connected by a steel or high-strength rubber V-belt. The pulleys are spaced so that the effective diameter can be changed by an electrohydraulic actuator to change the transmission ratio. This allows the electronic control unit to select the best possible ratio for maximum fuel economy and minimum emissions at all engine speeds and loads. Originally these units were limited to small cars, but belt improvements made them suitable for larger cars.
Power is transmitted from the transmission to the rear axle of rear-wheel drive vehicles through a drive shaft and universal joint. As the body lines got progressively lower, the floor level moved closer to the drive shaft, requiring floor humps or tunnels to provide clearance. The adoption of hypoid or offset spiral bevel gears on the rear axle increased this clearance by lowering the drive pinion to the center of the axle shaft.
The ring gear of the rear axle surrounds the differential gear train housing, which acts as an equalizer to split the torque between the two driving wheels, allowing one to turn faster than the other when rounding a corner. The axle shaft terminates in bevel gears mounted in the differential housing and engaged by a number of smaller bevel gears mounted on radial axles carried with ring gear. In its simplest form, this differential has the disadvantage that the driving wheel can spin when traction is lost, and the torque applied to the wheel, like a slipping wheel, is insufficient to drive the car. Many variations have been developed to overcome this difficulty.
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Articulated rear axles offer individual front and rear wheel suspension. Individual rear suspension not only eliminates the heavy rear axle housing but also reduces ground clearance
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