The pieces of debris are from a synchronizer hub, which is probably the best of all the things it could have been. “Best” meaning that they’re not bits off the expensive aftermarket gears and being an OEM part, it’ll be less expensive to replace. The transmission will be sent to the same place that built the new one, which works out well since they regularly build PPG gearboxes. When the unit is put up for sale, it’ll be advertised as having been verified as 100%-good.
The rain let up so the car was taken out for a short test drive. The new gear ratios are closer, with first gear being the most noticeable. Now, the car sounds much more like a road-racing car when leaving a stop; with the lower ratio, the ratio has to be slipped a bit more. Being new, the synchros are a little sticky but that’s to be expected. It’s true what Honda owners said about these gears (and the ratios) are terrible – for OEM-weight cars.
With everything that was removed and replaced, it was good to see that nothing leaked or fell off. The rebuilt rear engine mount though, is transferring too much vibration. I’ll probably have to redo it again and am considering something like having a block mounted off the engine that in cruise conditions, “hovers” between two rubber-lined stops in the engine mount. That way, vibrations will only be transferred when under hard acceleration. We’ll see.