I started asking you questions. Then discovered that you tell us as you go along. It helped to turn on closed captions. Hey, thanks for this. Now I know I need somebody else to help me because I don't have the tools. :P
You're welcome! Glad to help! Yeah, you'll need spome specific tools to make this easier/possible. It's not too difficult though once you get the right tools.
Thank you! You're welcome! I agree. When I first did this repair, I checked UA-cam and didn't see anything, so the 2nd time I did this, I decided to record this video. I'm glad it helpd you and many others out!
Thank you very much for making this and especially for putting all the part numbers in the description. Going to try and tackle this job myself as my input shaft bearing seems to be bad at 95k miles
Subscribed. Thanks for the video. I just got my second Insight. The first Insight did not have this issue, it was an automatic. This one does have issues when downshifting from 3rd to 2nd and from 2nd to first. I was surprised to see this is a known issue and that it is pretty straightforward to solve. If you have a video on how to drop the Insight transmission and how to re-install it that would be great. I am now wondering about getting a core transmission that I can rebuild out of the car, then just install it when it is ready. Thanks for the content. Keep up the good work. בס'ד
Thanks for subscribing and for your feedback! It's great to hear that the video was helpful. It's ironic because my second Insight didn't have the downshifting issue, while my first one did. I don’t currently have a video on how to drop and reinstall the Insight transmission, other than a pretty unuseful time-lapse of one, but here is one: ua-cam.com/video/kq-q26UH9iM/v-deo.htmlsi=x1thJADRjQoF4IVf Rebuilding a core transmission outside of the car and then installing it when ready sounds like a smart plan. That's exactly what I did. It was good practice removing the first one from the junk yard too. Thanks again for your support, and I'm glad you find the content useful.
Thank you for making this. I had to replace the ISB on my G1 and while it wasn't grinding I went ahead and did the synchro mod while I had it apart and replaced the other seals as you did. Followed your video step by step and everything went smoothly.
A big thanks for making this video, I watched it numerous times when rebuilding my transmission. Just thought I would point out that you did not apply liquid gasket to the 3 bolts with the spring and ball bearing. The manual calls for this there, I did notice some sealant on the threads on my bolts. I would also say that with lining those 3 notches on the dampers, care must be taken because its easy to not get them lined up, I wait for an audible click instead of lining them up. I'm not sure if you should line up the nut on the countershaft with the old mark, I retorqued mine again to 80ft lbs using a vice, and I went passed the mark. I guess it doesn't matter but just thought I would point that out. You would have to put the countershaft in a vice with plywood to hold it when torqueing to 80ft lbs.
Great video and thank you for making it. I just replaced the input shaft bearing a few nights ago and used this as my go to for knowledge. Everything went smooth other than getting that clip to snap around that bearing. For anyone who struggles with getting the clip back on the bearing, you actually have to drop the trans with some force. The counter shaft (or whatever it's called) kind of gets stuck just a few MM more in towards the trans. Also, when I install a new bearing, I put it in the freezer to make install just a little easier.
You're welcome. I'm glad it worked out for you. Yeah, that snap ring can be tricky to remove and replace. I agree. Just drop the transmission on a piece of wood or something forgiving.
thanks for the high detail and quality instructions. I am pretty sure if I need to do this with either of my insights; I'll be able to. One has 335,000 miles so far without any transmission issues but I've heard I will probably run into them sooner than later. Super job really appreciated.
You're welcome. I had never cracked open a transmission before this repair, so I think anyone with the right tools, a little confidence and experience in wrenching could pull this off. As long as you don't downshift or double clutch while downshifting, you won't experience the 2nd/1st gear grind. I appreciate the feedback and glad it was helpful for you.
@@mjspiess Sorry, but your reply confused me: "As long as you don't downshift or double clutch while downshifting, you won't experience the 2nd/1st gear grind." I thought being able to downshift is the whole point. Also, I also thought that double-clutching was how one can downshift without synchros, but it sounds like you're saying that, once the mod is complete, double-clutching will make the grinding worse. Thanks for the video, by the way. I just bought my first Insight, and need to do this work, so it's a big help.
@@philcarey25 Being able to downshift is the whole point to doing the synchro modification. What I was trying to say is, if you just downshift to 3rd and then neutral until you come to a stop, you would never experience a downshift grind because you're not downshifting. This is true with or without the synchro mod. If you decide you want to downshift to 2nd and 1st, then you should double clutch and that will keep it from grinding without the synchro mod. Once the synchro mod is complete, you can downshift all you want and it will not grind. Does that make sense?
@mjspiess I followed your video on my manual insight. Put the trans back in the car and it won't go in 1st or 2nd gear. 3,4,5 and R work fine and there are no noises or vibrations. Any idea what could have happened?
Excellent video. I'm planning to replace the input shaft bearing in my 2005. When I do it I'll also change the seals and modify the synchro bands. Will make another comment when done.
I just did the bearing the other night. Not bad. When he mentions that you have to drop the trans to get the clip snapped in, you have to actually drop it.
@@albertklein7188 as long as you do everything by the video, you will have no problems. I just did the input bearing so I can't say for the rest but this is a very good video.
Awesome! I rebuilt my transmission with a set of Gearspeed carbon fiber synchros and left the double cone action on first and second. Those are still brass, not carbon fiber. First gear was busted again within a year, so we know for sure it's a design flaw. I guess I won't grind the tabs off until it's time to replace the clutch again, and even at that point I'm not sure it's worth the hassle of taking the transmission apart.
It is a bit of a hassle. Although I was recording, etc. it took me about 6 hours to do everything I showed in this video. I know I could do it faster, but it's pretty time consuming.
Update on my 2005 Honda Insight. Ordered all parts. All seals ordered from Rockauto for about $12.00. Input shaft bearing ordered from a mailorder Honda parts dealer for about $25.00. The Insight has been removed from storage and is ready to be worked on.
When you broke the case free, you said at 8:16 "the snap ring is already loose". I noticed the same thing on my transmission. I broke the case free with a pry bar and it just came up without having to release/open the snap ring. I wonder why this is? It seemed the same thing happened to you also. I wonder if we bent something. I was trying to open the snap ring before I released the case though. Maybe the force just pushes the snap ring out.
Hmmm, interesting. I've done two of these now, but I feel like the other case and snap ring gave me some fits. I can't remember now. I think what happens is that entire shaft slides down just a bit with gravity once you release the snap ring, because in order to resecure it, you need to flip the transmission over and let that shaft and bearing slide into the snap ring. At 39:57 I talk about that process.
Can you use a 3 jaw bearing puller, or is it recommended to use a gear separator like you used at 15:37? I wonder if you could damage the gear with a 3 jaw or 2 jaw puller.
I like the flat surface of the bearing puller. The gears are really tough, but I think I'd feel more comfortable with the bearing puller vs 3 or 2 jaw puller.
Did you re-use the bearings on the "top" of the counter-shaft? Removing them with the impact like that can damage the balls/races due to the sudden force applied...
Yes, I reused the bearings on the "top" of the counter shaft. I read that too... afterward, but I didn't experience anything negative. The impact wrench I used was not very powerful, but you are correct. It seemed way easier to do it the way I did it vs clamp the shaft with wood and risk the splines being damaged.
Thanks for the incredible video. I had a question about the synchros. I ordered new SHR synchros for my 2004 Insight transaxle (3 tabs, just like yours) but the mechanic at the rebuild shop showed me that the old synchros are a different diameter with 5 tabs. Aren't 2000-2006 transaxles compatible; whatever happened here?
You're welcome! Interesting. I wonder if your transmission is from a Civic Hybrid? They have a different final drive, but I believe the bell house is identical. I'm pretty sure all the Insight transmissions are the same.
@@mjspiess All north american Insight transmissions are the same, from 00-06. Japanese Insights got a 3.39 final drive whereas North American ones got 3.21. It's weird. It's like Honda knows we drive faster over here, yet the GK Fit still has a 4.625 final drive just like the previous gens. At least Europe got the 0.689 6th gear.
@@Grafyte It's interesting to see how Honda tailors their vehicles for different markets to adapt their vehicles to meet the driving habits and preferences of different regions. It's fascinating how even small changes like gear ratios can significantly impact the driving experience.
@@doctorwhodj The 2000 Honda Insight can use either 0W-20 or 5W-20 engine oil, but I assume you're talking about the transmission? For the transmission, I used Pennzoil Synchromesh which would fall within the SAE 30-40 range, but you should use actual transmission oil in the transmission and engine oil in the engine.
The three marks that are together are for reading ignition timing. The single mark by itself is #1 piston at TDC. I believe the center line would be 12* and the ignition is controlled by the ECU so it would be a way to see where your ignition is at with a timing light. At 900 +/- 50 RPM no load condition the timing should be 12* +/- 2 degrees BTDC.
awesome, thx @@mjspiess ...understood, will check ... the engine vibrates a little too much on idle imo ... after it gets to about 2,000 rpm,, it smooths out or so it appears ... been trying to troubleshoot ... great mpg otherwise, no smoke, no oil burning, a bit of smell at startup before warming up, starts right on, oil ok, valves on spec intake/exhaust, iridium spark plugs also on spec gap, new pcv, egr plate & valve clean next on the list ... what else to check ? what could be the cause of the vibration ?
@@solartonytony5868 You're welcome. The rear transmission mount is notorious for ripping and will cause engine vibration. Make sure you rule that out. The 2 side mounts are generally OK. You can replace them with OEM, but I've "refurbished" the rear one with 100% silicone with good success. Very cheap, but effective fix and really smoothed out my Insights, especially during acceleration and idle. The EGR plates do get clogged, but generally cause hesitation entering and leaving Lean Burn, but definitely clean it out regardless.
awesome, thx @@mjspiess ...thankful to have someone to dialogue with ... suspected the rear engine mount ...have you done a video or have notes on the silicone solution ? ...honda replaced the rear mount a while back, didn't last long, charged $800 ....honda parts are no longer available, few oem's ...i kept the broken rear mount, indeed the thin rubber (butadiene?) areas appear to be too thin & sheared ....
@@solartonytony5868You're welcome. I have not done a video, but this is the source I came across: projekt.com/locouki/Website/insight/rear-mount.html I filled the entire void/space with 100% silicone on both sides so it looked like one solid piece of rubber exculding the center hole for the mounting bolt. It worked great! I've done it on 3 different Insights.
No, mine had a noisy input shaft bearing and 2nd gear grind. I have another one that kicks out of gear though that I haven't split to see what's going on inside.
@@mjspiess i have to split mine yet. Was first kicking out of gear 5th. Now 3rd as well. I am just hoping its the input shaft bearings. I am waiting 4 years now for gears from the local honda dealer. Its brutal dude.
@@paulkainer269 Yeah, I'm not sure what to expect with a transmission that pops out of gear. It was a core exchange from a transmission I rebuilt and helped replace. I'm hoping it will just be bearings too.
@@solartonytony5868 you're welcome. No, for the oil pan, you'd want Ultra Black for oil resistance. Permatex makes several RTVs for different applications like oil, transmissions, coolant and heat.
Yeah, they are generally reliable. The main issue they suffer are the splines on the CVT flywheel are initially lubricated with long-life Honda grease that is held in by a rubber O-ring. If (when) the O-ring deteriorates, the grease "escapes" and the splines on the flywheel eventually wear down. At that point, the engine runs, but the flywheel doesn't engage...you are basically stuck on the road. It isn't predictable, but it is very likely to happen with all high-mileage CVT Insights. Also, CVT's don't have the "lean burn" feature 5 speeds do and average 10-15 mpg less. Unless the CVT is super cheap, I'd hold out for a 5 speed. The 5 speeds should always be double clutched while down shifting. If you do this, it will never grind or ruin the synchros.
@@mjspiess This is what video I would love to see. I want to rip out my transmission and get it fixed but there are no videos taking apart an automatic trans
@@JRobling What's going on with your CVT? Generally, it's the flywheel splines that fail, not the actual transmission, but I'm sure there are some outliers.
Excellent advice! I always bench shift the transmissions, however, make sure you also spin the input shaft to make sure the gears rotate. The latest transmission I rubuilt shifted perfectly fine on the bench, but once I installed it in the Insight, it would not shift into 2nd gear once the engine was running. All other gears shifted fine. Once you shut down the engine, it would shift fine again. Very strange. I haven't split it back open yet to figure out what went wrong.
@@mjspiessYes I had a similar experience a couple days ago. Followed your video fully for the most part and couldn’t imagine doing the job without it! However my mainshaft dissembled and I put it back together (correctly I assumed) and now it is difficult to shift into reverse and 5th occasionally. Apparently 4 different ways to install the 5th gear sleeve assembly. I’m mostly disappointed in the full service manual which doesn’t specify the direction to install this. Also was stupid enough to not fully test the shifter on the bench. Being my first transmission I looked at.
@@nylenumaan5541 I'm glad you found it helpful. The first time I did it, I used pictures from a forum post and the service manual. The second time I did it, I used the same resources, but created this video. Third time I did it, I watched my video lol 4th rebuild I watched this video too, but this was the first time I've had an issue. I believe I have the same scenario as you. I think I read there are 6 possible ways to reassembly the 2nd gear synchronizer, but only 1 correct way. It will shift if nothing is spinning, but once the input shaft begins to spin, you can't get it into gear. I assume it won't spin once it's in gear. I never tried in the car. I took a deep dive on the Insight Central Forum and found one other example of this and a few explanations of the right orientation. Since then, I got married, moved, sold my house, started a full-time job and just haven't had time to split it back open. Super frustrating experience! But I plan to as time permits.
@@cornellmiller236 Got it. I know the 2003-2005 Civic Hybrid transmissions have the same bell housing as the 2000-2006 Insights and very similar internal components, but the gearing inside is different. I'm certain the newer Civic transmissions are different, but may have a similar internal design as the one you see here.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
I started asking you questions. Then discovered that you tell us as you go along. It helped to turn on closed captions. Hey, thanks for this. Now I know I need somebody else to help me because I don't have the tools. :P
You're welcome! Glad to help! Yeah, you'll need spome specific tools to make this easier/possible. It's not too difficult though once you get the right tools.
Very well done. Thank you very much! Thought it was going to be one of the few videos UA-cam didn't have!
Thank you! You're welcome! I agree. When I first did this repair, I checked UA-cam and didn't see anything, so the 2nd time I did this, I decided to record this video. I'm glad it helpd you and many others out!
Thank you very much for making this and especially for putting all the part numbers in the description. Going to try and tackle this job myself as my input shaft bearing seems to be bad at 95k miles
You're welcome! Good luck!
One of the easiest video to follow. Great step by step.
Thanks! Glad it was helpful for you.
Subscribed.
Thanks for the video. I just got my second Insight. The first Insight did not have this issue, it was an automatic. This one does have issues when downshifting from 3rd to 2nd and from 2nd to first. I was surprised to see this is a known issue and that it is pretty straightforward to solve.
If you have a video on how to drop the Insight transmission and how to re-install it that would be great.
I am now wondering about getting a core transmission that I can rebuild out of the car, then just install it when it is ready.
Thanks for the content.
Keep up the good work.
בס'ד
Thanks for subscribing and for your feedback! It's great to hear that the video was helpful. It's ironic because my second Insight didn't have the downshifting issue, while my first one did.
I don’t currently have a video on how to drop and reinstall the Insight transmission, other than a pretty unuseful time-lapse of one, but here is one: ua-cam.com/video/kq-q26UH9iM/v-deo.htmlsi=x1thJADRjQoF4IVf Rebuilding a core transmission outside of the car and then installing it when ready sounds like a smart plan. That's exactly what I did. It was good practice removing the first one from the junk yard too.
Thanks again for your support, and I'm glad you find the content useful.
Thank you for making this. I had to replace the ISB on my G1 and while it wasn't grinding I went ahead and did the synchro mod while I had it apart and replaced the other seals as you did. Followed your video step by step and everything went smoothly.
You're welcome. Smart to do the synchro mod and seals too. Glad to hear it went well for you.
A big thanks for making this video, I watched it numerous times when rebuilding my transmission. Just thought I would point out that you did not apply liquid gasket to the 3 bolts with the spring and ball bearing. The manual calls for this there, I did notice some sealant on the threads on my bolts.
I would also say that with lining those 3 notches on the dampers, care must be taken because its easy to not get them lined up, I wait for an audible click instead of lining them up.
I'm not sure if you should line up the nut on the countershaft with the old mark, I retorqued mine again to 80ft lbs using a vice, and I went passed the mark. I guess it doesn't matter but just thought I would point that out. You would have to put the countershaft in a vice with plywood to hold it when torqueing to 80ft lbs.
You're welcome! Thanks for the tips on the gasket sealer on the 3 bolts, lining up the notches and retorquing the countershaft nut.
Great video and thank you for making it. I just replaced the input shaft bearing a few nights ago and used this as my go to for knowledge. Everything went smooth other than getting that clip to snap around that bearing.
For anyone who struggles with getting the clip back on the bearing, you actually have to drop the trans with some force. The counter shaft (or whatever it's called) kind of gets stuck just a few MM more in towards the trans. Also, when I install a new bearing, I put it in the freezer to make install just a little easier.
You're welcome. I'm glad it worked out for you. Yeah, that snap ring can be tricky to remove and replace.
I agree. Just drop the transmission on a piece of wood or something forgiving.
Awesome video! Going to help so much.
You're welcome!
thanks for the high detail and quality instructions. I am pretty sure if I need to do this with either of my insights; I'll be able to. One has 335,000 miles so far without any transmission issues but I've heard I will probably run into them sooner than later. Super job really appreciated.
You're welcome. I had never cracked open a transmission before this repair, so I think anyone with the right tools, a little confidence and experience in wrenching could pull this off. As long as you don't downshift or double clutch while downshifting, you won't experience the 2nd/1st gear grind. I appreciate the feedback and glad it was helpful for you.
@@mjspiess Sorry, but your reply confused me: "As long as you don't downshift or double clutch while downshifting, you won't experience the 2nd/1st gear grind." I thought being able to downshift is the whole point. Also, I also thought that double-clutching was how one can downshift without synchros, but it sounds like you're saying that, once the mod is complete, double-clutching will make the grinding worse. Thanks for the video, by the way. I just bought my first Insight, and need to do this work, so it's a big help.
@@philcarey25 Being able to downshift is the whole point to doing the synchro modification. What I was trying to say is, if you just downshift to 3rd and then neutral until you come to a stop, you would never experience a downshift grind because you're not downshifting. This is true with or without the synchro mod. If you decide you want to downshift to 2nd and 1st, then you should double clutch and that will keep it from grinding without the synchro mod. Once the synchro mod is complete, you can downshift all you want and it will not grind. Does that make sense?
@mjspiess I followed your video on my manual insight. Put the trans back in the car and it won't go in 1st or 2nd gear. 3,4,5 and R work fine and there are no noises or vibrations. Any idea what could have happened?
Great visual aid, looking to do this synchro mod soon
Thanks! Good luck!
Excellent video. I'm planning to replace the input shaft bearing in my 2005. When I do it I'll also change the seals and modify the synchro bands. Will make another comment when done.
Good luck! It's not too bad.
I just did the bearing the other night. Not bad. When he mentions that you have to drop the trans to get the clip snapped in, you have to actually drop it.
@@Ka_Gg Thanks for the tip!
@@albertklein7188 as long as you do everything by the video, you will have no problems. I just did the input bearing so I can't say for the rest but this is a very good video.
Thank you very much!
I was big help.
You're welcome! I'm glad that helped you.
Awesome! I rebuilt my transmission with a set of Gearspeed carbon fiber synchros and left the double cone action on first and second. Those are still brass, not carbon fiber. First gear was busted again within a year, so we know for sure it's a design flaw. I guess I won't grind the tabs off until it's time to replace the clutch again, and even at that point I'm not sure it's worth the hassle of taking the transmission apart.
It is a bit of a hassle. Although I was recording, etc. it took me about 6 hours to do everything I showed in this video. I know I could do it faster, but it's pretty time consuming.
Update on my 2005 Honda Insight. Ordered all parts. All seals ordered from Rockauto for about $12.00. Input shaft bearing ordered from a mailorder Honda parts dealer for about $25.00. The Insight has been removed from storage and is ready to be worked on.
Nice! Good luck!
When you broke the case free, you said at 8:16 "the snap ring is already loose". I noticed the same thing on my transmission. I broke the case free with a pry bar and it just came up without having to release/open the snap ring. I wonder why this is? It seemed the same thing happened to you also. I wonder if we bent something. I was trying to open the snap ring before I released the case though. Maybe the force just pushes the snap ring out.
Hmmm, interesting. I've done two of these now, but I feel like the other case and snap ring gave me some fits. I can't remember now. I think what happens is that entire shaft slides down just a bit with gravity once you release the snap ring, because in order to resecure it, you need to flip the transmission over and let that shaft and bearing slide into the snap ring. At 39:57 I talk about that process.
Can you use a 3 jaw bearing puller, or is it recommended to use a gear separator like you used at 15:37? I wonder if you could damage the gear with a 3 jaw or 2 jaw puller.
I like the flat surface of the bearing puller. The gears are really tough, but I think I'd feel more comfortable with the bearing puller vs 3 or 2 jaw puller.
Did you re-use the bearings on the "top" of the counter-shaft? Removing them with the impact like that can damage the balls/races due to the sudden force applied...
Yes, I reused the bearings on the "top" of the counter shaft. I read that too... afterward, but I didn't experience anything negative. The impact wrench I used was not very powerful, but you are correct. It seemed way easier to do it the way I did it vs clamp the shaft with wood and risk the splines being damaged.
Thanks for the incredible video. I had a question about the synchros. I ordered new SHR synchros for my 2004 Insight transaxle (3 tabs, just like yours) but the mechanic at the rebuild shop showed me that the old synchros are a different diameter with 5 tabs. Aren't 2000-2006 transaxles compatible; whatever happened here?
You're welcome! Interesting. I wonder if your transmission is from a Civic Hybrid? They have a different final drive, but I believe the bell house is identical. I'm pretty sure all the Insight transmissions are the same.
@@mjspiess All north american Insight transmissions are the same, from 00-06. Japanese Insights got a 3.39 final drive whereas North American ones got 3.21. It's weird. It's like Honda knows we drive faster over here, yet the GK Fit still has a 4.625 final drive just like the previous gens. At least Europe got the 0.689 6th gear.
@@Grafyte It's interesting to see how Honda tailors their vehicles for different markets to adapt their vehicles to meet the driving habits and preferences of different regions. It's fascinating how even small changes like gear ratios can significantly impact the driving experience.
Thanks so much for this video! I’m about to take this project on with my 06. Did you get the bearings and seals from the dealer?
You're welcome! Sorry for such a late response. I just saw this. I ordered the seals from RockAuto and Input Shaft Bearing from the dealership.
Graceful Insight Thx again.
@mjspiess did you check shim measurement when reassembling?
No, it shifted fine other than the grinding, so I just reassembled and hoped for the best. It worked perfectly fine.
Is 10w-30 synthetic the best oil for longevity on these ?
Or 10w-40?
@@doctorwhodj The 2000 Honda Insight can use either 0W-20 or 5W-20 engine oil, but I assume you're talking about the transmission? For the transmission, I used Pennzoil Synchromesh which would fall within the SAE 30-40 range, but you should use actual transmission oil in the transmission and engine oil in the engine.
on another item, the crankshaft TDC line comes on a CW rotation after 3 very close spaced together lines, what are those 3 lines for ?
The three marks that are together are for reading ignition timing. The single mark by itself is #1 piston at TDC. I believe the center line would be 12* and the ignition is controlled by the ECU so it would be a way to see where your ignition is at with a timing light. At 900 +/- 50 RPM no load condition the timing should be 12* +/- 2 degrees BTDC.
awesome, thx @@mjspiess ...understood, will check ... the engine vibrates a little too much on idle imo ... after it gets to about 2,000 rpm,, it smooths out or so it appears ... been trying to troubleshoot ... great mpg otherwise, no smoke, no oil burning, a bit of smell at startup before warming up, starts right on, oil ok, valves on spec intake/exhaust, iridium spark plugs also on spec gap, new pcv, egr plate & valve clean next on the list ... what else to check ? what could be the cause of the vibration ?
@@solartonytony5868 You're welcome. The rear transmission mount is notorious for ripping and will cause engine vibration. Make sure you rule that out. The 2 side mounts are generally OK. You can replace them with OEM, but I've "refurbished" the rear one with 100% silicone with good success. Very cheap, but effective fix and really smoothed out my Insights, especially during acceleration and idle. The EGR plates do get clogged, but generally cause hesitation entering and leaving Lean Burn, but definitely clean it out regardless.
awesome, thx @@mjspiess ...thankful to have someone to dialogue with ... suspected the rear engine mount ...have you done a video or have notes on the silicone solution ? ...honda replaced the rear mount a while back, didn't last long, charged $800 ....honda parts are no longer available, few oem's ...i kept the broken rear mount, indeed the thin rubber (butadiene?) areas appear to be too thin & sheared ....
@@solartonytony5868You're welcome. I have not done a video, but this is the source I came across: projekt.com/locouki/Website/insight/rear-mount.html I filled the entire void/space with 100% silicone on both sides so it looked like one solid piece of rubber exculding the center hole for the mounting bolt. It worked great! I've done it on 3 different Insights.
did you have a MT that would kick out of gear
No, mine had a noisy input shaft bearing and 2nd gear grind. I have another one that kicks out of gear though that I haven't split to see what's going on inside.
@@mjspiess i have to split mine yet. Was first kicking out of gear 5th. Now 3rd as well. I am just hoping its the input shaft bearings. I am waiting 4 years now for gears from the local honda dealer. Its brutal dude.
@@paulkainer269 Yeah, I'm not sure what to expect with a transmission that pops out of gear. It was a core exchange from a transmission I rebuilt and helped replace. I'm hoping it will just be bearings too.
what is the ultra grey part number ?
Sorry, I thought I replied to this already. It is 82194.
thx @@mjspiess ... is this paste also good to seal the oil pan & other gaskets ?
@@solartonytony5868 you're welcome. No, for the oil pan, you'd want Ultra Black for oil resistance. Permatex makes several RTVs for different applications like oil, transmissions, coolant and heat.
awesome, thx @@mjspiess ...PERMATEX Ultra Black 82180 Max Oil Resistance RTV Silicone Gasket Maker ... that be it ?
@@solartonytony5868 Yep! That's correct.
Are the automatic transmissions reliable? Or should i stay away from an auto insight?
It has 149k miles
Yeah, they are generally reliable. The main issue they suffer are the splines on the CVT flywheel are initially lubricated with long-life Honda grease that is held in by a rubber O-ring. If (when) the O-ring deteriorates, the grease "escapes" and the splines on the flywheel eventually wear down. At that point, the engine runs, but the flywheel doesn't engage...you are basically stuck on the road. It isn't predictable, but it is very likely to happen with all high-mileage CVT Insights.
Also, CVT's don't have the "lean burn" feature 5 speeds do and average 10-15 mpg less. Unless the CVT is super cheap, I'd hold out for a 5 speed. The 5 speeds should always be double clutched while down shifting. If you do this, it will never grind or ruin the synchros.
@@mjspiess i appreciate the reply and info 🙏
Thank you!
@@JESUSD6765 You're welcome!
@@mjspiess This is what video I would love to see. I want to rip out my transmission and get it fixed but there are no videos taking apart an automatic trans
@@JRobling What's going on with your CVT? Generally, it's the flywheel splines that fail, not the actual transmission, but I'm sure there are some outliers.
Make sure to bench shift! I feel like you went over that way too quick in this video and didn’t check each gear individually.
Excellent advice! I always bench shift the transmissions, however, make sure you also spin the input shaft to make sure the gears rotate. The latest transmission I rubuilt shifted perfectly fine on the bench, but once I installed it in the Insight, it would not shift into 2nd gear once the engine was running. All other gears shifted fine. Once you shut down the engine, it would shift fine again. Very strange. I haven't split it back open yet to figure out what went wrong.
@@mjspiessYes I had a similar experience a couple days ago. Followed your video fully for the most part and couldn’t imagine doing the job without it! However my mainshaft dissembled and I put it back together (correctly I assumed) and now it is difficult to shift into reverse and 5th occasionally. Apparently 4 different ways to install the 5th gear sleeve assembly. I’m mostly disappointed in the full service manual which doesn’t specify the direction to install this. Also was stupid enough to not fully test the shifter on the bench. Being my first transmission I looked at.
@@nylenumaan5541 I'm glad you found it helpful. The first time I did it, I used pictures from a forum post and the service manual. The second time I did it, I used the same resources, but created this video. Third time I did it, I watched my video lol 4th rebuild I watched this video too, but this was the first time I've had an issue. I believe I have the same scenario as you. I think I read there are 6 possible ways to reassembly the 2nd gear synchronizer, but only 1 correct way. It will shift if nothing is spinning, but once the input shaft begins to spin, you can't get it into gear. I assume it won't spin once it's in gear. I never tried in the car. I took a deep dive on the Insight Central Forum and found one other example of this and a few explanations of the right orientation. Since then, I got married, moved, sold my house, started a full-time job and just haven't had time to split it back open. Super frustrating experience! But I plan to as time permits.
any idea what the transmission weighs? I am guessing 50 lbs...
Yes, it weighs 60 lbs.
What is the transmission code on this transmission?
I no longer have this specific transmission, but I have another one I need to rebuild and that code is: 1HMZE13731T000037.
@@mjspiess ok. I have a 2010 civic and was wondering if it's the same thing. That transmission code starts with SPFM
@@cornellmiller236 Got it. I know the 2003-2005 Civic Hybrid transmissions have the same bell housing as the 2000-2006 Insights and very similar internal components, but the gearing inside is different. I'm certain the newer Civic transmissions are different, but may have a similar internal design as the one you see here.