8 Jul 2012

The good news is that the teardown is well underway. The bad news is that I didn’t get as far as planned, but that’s how things go sometimes. The big problem was being unable to remove the left half-shaft from the transaxle. I’d worried about this for quite a while based upon some dire posts on Honda forums, that the shaft can be a real bitch to remove. What’s potentially worse is that some Wavetrac LSDs (which I’m using) have a known problem where the circlip grooves in the differential were machined too deep, allowing the circlip to expand so far that the half-shaft assembly can’t be removed – ever. I have no idea whether I have one of these problem differentials or if I just need to be more forceful. However, there’s a good reason to not force it out since the transaxle housing is cast aluminum, and could crack if getting too heavy-handed with a crowbar. This was made worse since someone – me – had the transaxle modified, such that a cracked case would be doubly expensive. I’m going to post on the Honda forums and hope they can tell me how to extract it.

You may be wondering what the big deal is, as obviously the engine was removed okay, with it attached. True, but doing so was very unpleasant involved scraping the drivetrain against the chassis – the fit was that tight. You might also be wondering, “why’d he install the circlips before the car was going together for the final time?” It’s because when the car went in for the dyno test I didn’t want to risk the shaft “winding up” and pulling out of the transmission. It was with great trepidation that the circlips where installed and hearing the “click” as they locked into place, wondering whether I’d ever be able to get them out again… Indeed…

Disassembly will continue, followed by finish-welding the chassis and adding a couple of brackets that couldn’t be accessed with the drivetrain in-place.