Honda B7XA B7TA B7YA M7ZA B7VA Valve Body Shift Kit Upgrade by Superior 4-Speed 6-CYL w/.388' CPC Superior Transmission Parts. JDM Honda Accord 2.3L BAXA MAXA Transmission 1998-1999-2000-2001-2002. Item ID 1614 Model(s) Honda Accord 1998-2002 Mileage 74339 KM / 46462 US Miles. JDM Honda Accord 1998-2002 BAXA MAXA 2.3L VTEC Transmission. Item ID 1613 Model(s) Honda Accord 1998-2002 Mileage 79458 KM / 49662 US Miles. HONDA ACCORD 2.3L AUTOMATIC TRANSMISSION. Get the best deals on Automatic Transmission Parts for 1998 Honda Accord when you shop the largest online selection at eBay.com. Free shipping on many items. ( Bell Housing ) AT B7XA (Fits: 1998 Honda Accord) $215.00. $64.80 shipping. Automatic Transmission.
The H5 is Honda's first 5-speed automatic transmission.
Subaru 4eat Rebuild
Applications:
2000 Acura TL (M7WA)
2001–2003 Acura CL (BGFA)
2001–2003 Acura CL (MGFA)
2001–2003 Acura TL (B7WA)
2001 Acura MDX (MGHA)
2002–2006 Acura RSX - base model only. (MRMA)
2002 Acura MDX (BGHA)
2002–2004 Honda Odyssey (BYBA)
2005–2006 Honda Odyssey (BGRA)
2003–2004 Honda Accord (MAYA)
2003–2004 Honda Accord (MCLA)
2003–2004 Acura MDX (MDKA)
2006–2008 Honda Ridgeline (BJFA)*
2009–2014 Honda Ridgeline (PSFA)*
2003–2004 Honda Pilot (BVGA)
2005–2015 Honda Pilot (BVLA)*
2003–2005 Honda Accord (BAYA)
2003–2005 Honda Accord (BCLA)
2006–2012 Acura RDX (BWEA)
2004–2007 Saturn Vue (MDRA front wheel drive, MDPA all wheel drive)
*The H5 transmission was redesigned with a stronger case and four shafts versus three in the earlier H5 transmissions. The four shaft H5 transmissions are much more robust and do not exhibit the same failure rate as the three shaft H5. The new design first entered service in the 2005 Acura RL. All heavier vehicles eventually moved to this design in the following years until it was ultimately replaced by the H6, which also uses four shafts.
B7xa Transmission Modifications
2006 Honda Ridgeline
2006 Honda Pilot
2007 Honda Odyssey
2007 Acura MDX
2009 Acura TL
See also[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Honda_H5_transmission&oldid=916289839'
Honda has long built nearly all of its own automobiletransmissions, unlike many other automobile manufacturers which often source transmissions from external sources.[1] The most notable exception was in 2014, when Honda decided to forgo an in-house designed transmission and chose the ZF 9HP transmission for their Acura TLX V6 model, later extending the offering of the ZF transmission to the Acura MDX, Odyssey, Pilot and Ridgeline.[2] However, there have been reports of problems with ZF transmissions and Acura recalled its 2015 TLX models. ZF has attributed most of these problems to software issues.
Automatic/Semi-automatic transmissions[edit]
Most of Honda's automatic transmissions are unusual in that they do not use planetary gears like nearly all other makers, however, Honda has recently introduced (2017) an all-new, in-house designed 10-speed automatic that uses planetary gears. Honda's older transmissions such as the Hondamatic semi-automatic transmission and its successors use traditional, individual gears on parallel axes like a manual transmission, with each gear ratio engaged by a separate hydraulic clutch pack.This design is also noteworthy because it preserves engine braking by eliminating a sprag between first and second gears. Instead of a sprag or roller clutch, Honda's older transmissions rely on pressure circuits to modulate line pressure to change gears.[3]
Honda was forced to invent their new system due to the vast array of patents on automatic transmission technology held by BorgWarner and others.
Honda initially chose to integrate the transmission and engine block for its first application (in the N600) as in the Mini. The Hondamatic incorporated a lockup function, which Honda called a third ratio, and had manual gear selection. The company's early transmissions also used a patented torque converter which used stator force to reduce hydraulic losses by using a reaction arm to increase the hydraulic pressure when the stator was stalled. The reaction arm acted directly on the regulator valve this meant that increased pressure was available to the clutch plates when torque multiplication was greatest. The stator was equipped with a sprag clutch enabling it to freewheel when required. The N360/N600 controlled gear changes by balancing a throttle valve and a centrifugal valve. These 'opposing' pressures caused the gear changes through the free-floating gear change valves.
On October 18, 1967, the N360 AT model with the lock-up function was unveiled at the London Auto Show.(ref Honda Worldwide) It is not now clear if the lockup function made it into production; it was not fitted to the N600AT for Europe.
Automatic Transmission Rebuild
The typical torque converter of the time was about 11.5in. long and the torque multiplication ratio was about 1.5 to 1. The N360/N600 torque converter was about 5.5in. long and achieved a torque multiplication of over 2.2 to 1.
The first Civic was equipped with a manually changed hydraulically engaged two-speed transmission with a torque converter. This torque converter was nominally about 7in. and achieved a torque multiplication of c2.7 to 1. It also used the reaction arm on the stator as in the N360/N600 to increase hydraulic pressure. It was initially announced in Europe as an automatic as the staff at Honda in Europe assumed that it would like the N600 to be fully automatic. This was quickly changed to 'Hondamatic'. This gearbox was a separate unit and used ATF - Automatic Transmission Fluid.
The company's naming scheme is also confusing, as it is specific to a single model of the vehicle and some identifiers are reused.