They turned out pretty good I think.
More on these later....i'm in the process of moving.
Saturday, September 20, 2008
JDM x Euro Collabo's?
Just got my JDM power folding mirrors back from my tint guy.
They turned out pretty good I think.
More on these later....i'm in the process of moving.
They turned out pretty good I think.
More on these later....i'm in the process of moving.
Thursday, September 4, 2008
In Japan they call them “Blinkers”…..
About a month and a half ago, I took a long, hard look at my bumpers turn indicators and decided right then and there, that it was time for a change. The ones that I had were still installed were the original 16+ year old “blinkers” that came with the car. So on top of faded and disgusting yellow-ish plastic, the left one was also super warped from a baking experiment gone wrong. More about that later. Anyways, I priced a pair of all-clear aftermarket turn signals on eBay because I had initially purchased some about four or five years ago and was somewhat happy with the look but not the quality. So after mulling it over for some time, I decided on staying OEM. Stanley should be used on Honda’s when it comes to lighting, and that’s just the way it should be. Period.
After a text to my in-guy at the local Acura Dealership about pricing info, I received a text back with the somewhat egregious price $130.00. Steep, yes, but justifiable I though, because along with the JDM 1-pieces looking hell fresh as well as in conjunction with the Alpha Touring “H” badged grill:
I just couldn’t take away from a clean OEM front end by installing anything less.
Could I ADD to my front end by installing anything more like the Mugen bumper however?
Yes, but until I come across another Mugen front bumper, I was going to have to settle for just new OEM turn signals.
Back to the story. Ok, so I told my guy “bet” and a week later he told me that they were in.
Brand spanking’ new in some bubble wrap. (Oh, and notice how the parts sticker says “Honda”. Because that’s what my car is; a Honda.) So that was about a month ago, and when I got them, I placed them on my “all-things-Project-Legend-that-have-not-yet-actually-been-installed” desk.
That is until last week, when I finally had some spare time and actually took advantage/initiative of that spare time to go about installing them. I toyed with the idea of taking out the amber interior lens before doing so, however.
How so you ask? Well, this is done by baking the lens assemblies themselves in an oven, there by melting the adhesive of the lens’s front portion and by doing so; allowing access to the interior portion of the lens. This is the separate amber plastic piece that covers the bulb and causes the actual amber luminescent color. Some people do this, and it looks good honestly, but after dwelling on it for awhile, I decided to leave it as is; OEM.
Well, they went in a little tough, but they are in and I’m pretty happy with the look.
After a text to my in-guy at the local Acura Dealership about pricing info, I received a text back with the somewhat egregious price $130.00. Steep, yes, but justifiable I though, because along with the JDM 1-pieces looking hell fresh as well as in conjunction with the Alpha Touring “H” badged grill:
I just couldn’t take away from a clean OEM front end by installing anything less.
Could I ADD to my front end by installing anything more like the Mugen bumper however?
Yes, but until I come across another Mugen front bumper, I was going to have to settle for just new OEM turn signals.
Back to the story. Ok, so I told my guy “bet” and a week later he told me that they were in.
Brand spanking’ new in some bubble wrap. (Oh, and notice how the parts sticker says “Honda”. Because that’s what my car is; a Honda.) So that was about a month ago, and when I got them, I placed them on my “all-things-Project-Legend-that-have-not-yet-actually-been-installed” desk.
That is until last week, when I finally had some spare time and actually took advantage/initiative of that spare time to go about installing them. I toyed with the idea of taking out the amber interior lens before doing so, however.
How so you ask? Well, this is done by baking the lens assemblies themselves in an oven, there by melting the adhesive of the lens’s front portion and by doing so; allowing access to the interior portion of the lens. This is the separate amber plastic piece that covers the bulb and causes the actual amber luminescent color. Some people do this, and it looks good honestly, but after dwelling on it for awhile, I decided to leave it as is; OEM.
Well, they went in a little tough, but they are in and I’m pretty happy with the look.
Friday, August 15, 2008
Plight of the Navigator Part III
When looking at the original equipment markets (or “OEM”) that all the KA7 Legend’s were made for, it is important to realize the key differences in each markets components, as well as the goals and purposes of each in order to determine what Honda was trying to accomplish for each market group. For instance,
To the best of my knowledge, the Japanese domestic market was the only market to bestow an optional navigation trimmed center console upon the KA7/8’s chassis.
Because the space required for the navigational monitor and controls takes up most of the space in the center position of the dash, the climate controls were moved to the lower portion above the audio controls and the air vents were compressed to fit
A separate GPS antenna for this system is then located on the rear dash of the vehicle
(The GPS is in a small box entitled “GPS” in the bottom left corner of the pic, the other antenna is for a factory option remote start system….which I’m not going to get into until a future post)
As for the heated seat switches, all of the domestic Markets offered them, but only the USDM center consoles had them sans wood grain garnish.
Wherareas the EDM and JDM center consoles did have a wood garnish.
Or even if they didn’t have the heated seat options with controls….they usually still came with the Gold Etched “Legend” woodgrain garnish….
This brings up the major difference between center consoles in relation to all of Honda’s offerings for each specific market, i.e. e-brake equipped vs. foot brake equipped. All USDM KA7’s are LHD (left Hand Drive) therefore have an emergency hand break mechanisms and levers located directly to the right of the driver’s seat that protrudes ort of a designated slot area next to the shifter. In Contrast, all EDM & JDM legends are RHD (Right Hand Drive) and come equipped with foot operated parking brakes. As well as hand operated break release levers located under the steering column on the dash board. The Heated seat controls on all USDM center consoles protrude out of a rather unsightly plastic trim piece
Whereas the JDM & EDM center consoles had there heated seat knobs/controls incorporated to sit flush in an optional matching wood grain trim piece
Continued in a later blog….
To the best of my knowledge, the Japanese domestic market was the only market to bestow an optional navigation trimmed center console upon the KA7/8’s chassis.
Because the space required for the navigational monitor and controls takes up most of the space in the center position of the dash, the climate controls were moved to the lower portion above the audio controls and the air vents were compressed to fit
A separate GPS antenna for this system is then located on the rear dash of the vehicle
(The GPS is in a small box entitled “GPS” in the bottom left corner of the pic, the other antenna is for a factory option remote start system….which I’m not going to get into until a future post)
As for the heated seat switches, all of the domestic Markets offered them, but only the USDM center consoles had them sans wood grain garnish.
Wherareas the EDM and JDM center consoles did have a wood garnish.
Or even if they didn’t have the heated seat options with controls….they usually still came with the Gold Etched “Legend” woodgrain garnish….
This brings up the major difference between center consoles in relation to all of Honda’s offerings for each specific market, i.e. e-brake equipped vs. foot brake equipped. All USDM KA7’s are LHD (left Hand Drive) therefore have an emergency hand break mechanisms and levers located directly to the right of the driver’s seat that protrudes ort of a designated slot area next to the shifter. In Contrast, all EDM & JDM legends are RHD (Right Hand Drive) and come equipped with foot operated parking brakes. As well as hand operated break release levers located under the steering column on the dash board. The Heated seat controls on all USDM center consoles protrude out of a rather unsightly plastic trim piece
Whereas the JDM & EDM center consoles had there heated seat knobs/controls incorporated to sit flush in an optional matching wood grain trim piece
Continued in a later blog….
Friday, July 4, 2008
Plight of the Navigator: Part II
Before I begin this, I’d like to say a few words if I may. May I? Yes. I may. This is my blog, complete with grammatical errors, politically incorrect language, real talk, and perhaps even some misinformation about the stuff that I choose to write about. So, if anyone who reads what I have to say doesn’t like, or feels like correcting me, or doesn’t like the fact that I used there pics for a post, or whatever else…….too bad. Go start your own blog about your own car or talk trash about me on the forums or something. And that’s not a diss to forums, mind you. Acura-Legend.com is a great forum moderated by some very wise and intelligent people with a genuine passion for all things Legend as are a lot of other Honda/JDM forums out there that I frequent from time to time. I glean a lot of information, pics, ideas, and inspiration from these forums, as well as other sites and am appreciative for everything I cull from them. Really. I am.
However, I’m also (at times) very disappointed with the ignorance or “holier-than-thou” attitudes involved with many of the members of these forums/sites and don’t always feel like arguing on subjects that I feel passionately about, i.e. Honda’s or Legends specifically.
So what is the solution? Why, ProjectLegend.blogspot.com, obviously. This really is the beauty of the internet. I can say whatever I like, write about whatever I want, and post whatever I choose too. I’m my own moderator. It’s nice. I quite like it. If your feeling whatever it is I have to say, feel free to get at me: alphatouringlegend@gmail.com. If you’re not feeling it……well, there are always the forums. I can see the thread now: “That dude Synopsys Who Writes That Project Legend Blog Is A Total Douchbag!”
Ha! Its all good though. Everyone is entitled to there own opinion just as I am mine.
Okay, enough random rants from some dude who writes a blog. On to the center console blog. *ahem*
Well, as I mentioned in my last post, I recently purchased a slightly used JDM center console from my man Don (i.e. JDMISME via eBay……go buy stuff from him) and although I had a little trouble coming up with the funds at first, it is indeed paid for and hopefully on its way. Its coming with all the brackets, trim, and wiring needed to do a proper swap into a USDM. What he didn’t send was the JDM radio/tape player and navigation innards but that’s ok. I wasn’t planning on using them anyways. I currently am in possession of an Alpine DVA-9860 head unit and intend on using that in conjunction with an as-of-yet-not-quite-purchased monitor to be placed/retro fitted in the navigation trim area.
So it’ll kind of look like this……
Or this…..
However, depending on what screen I get, it should be a little longer in width so as to fill up the trim area properly.
This conversion has been done more than a few times in the US and when executed properly; looks amazing.
In my next post, you will hear what I have to say about the difference in domestic markets and there relation to center consoles in regards to Project Legend and KA7s.
Stay tuned.....I might actually blog more than twice a month this time.
However, I’m also (at times) very disappointed with the ignorance or “holier-than-thou” attitudes involved with many of the members of these forums/sites and don’t always feel like arguing on subjects that I feel passionately about, i.e. Honda’s or Legends specifically.
So what is the solution? Why, ProjectLegend.blogspot.com, obviously. This really is the beauty of the internet. I can say whatever I like, write about whatever I want, and post whatever I choose too. I’m my own moderator. It’s nice. I quite like it. If your feeling whatever it is I have to say, feel free to get at me: alphatouringlegend@gmail.com. If you’re not feeling it……well, there are always the forums. I can see the thread now: “That dude Synopsys Who Writes That Project Legend Blog Is A Total Douchbag!”
Ha! Its all good though. Everyone is entitled to there own opinion just as I am mine.
Okay, enough random rants from some dude who writes a blog. On to the center console blog. *ahem*
Well, as I mentioned in my last post, I recently purchased a slightly used JDM center console from my man Don (i.e. JDMISME via eBay……go buy stuff from him) and although I had a little trouble coming up with the funds at first, it is indeed paid for and hopefully on its way. Its coming with all the brackets, trim, and wiring needed to do a proper swap into a USDM. What he didn’t send was the JDM radio/tape player and navigation innards but that’s ok. I wasn’t planning on using them anyways. I currently am in possession of an Alpine DVA-9860 head unit and intend on using that in conjunction with an as-of-yet-not-quite-purchased monitor to be placed/retro fitted in the navigation trim area.
So it’ll kind of look like this……
Or this…..
However, depending on what screen I get, it should be a little longer in width so as to fill up the trim area properly.
This conversion has been done more than a few times in the US and when executed properly; looks amazing.
In my next post, you will hear what I have to say about the difference in domestic markets and there relation to center consoles in regards to Project Legend and KA7s.
Stay tuned.....I might actually blog more than twice a month this time.
Tuesday, June 24, 2008
Plight of the Navigator
So there I was, trolling the interweb for "JDM Legend" stuff as I usually do and what should pop up on eBay but some more stuff from "JDMISME" a.k.a. my man Don in Japan. What kind of stuff?
THAT kind of stuff. So I won the auction for a pretty decent price and that was...about a week ago. The difficulty in payment is due to having to deal with getting my daily driver running or to be specific, paying the man who made it all possible on top of buying a differential that I hadn't anticipated. Suffice to say that this week the item WILL be paid for and in two plus weeks, I WILL finally have a genuine alpha Touring Navigation trimmed center console for Project Legend.
I plan on going into the specifics on all the differences between USDM, JDM, EDM, and JDM w/Navigation center consoles in my next post, but until then....keep this in mind as a probable end result:
THAT kind of stuff. So I won the auction for a pretty decent price and that was...about a week ago. The difficulty in payment is due to having to deal with getting my daily driver running or to be specific, paying the man who made it all possible on top of buying a differential that I hadn't anticipated. Suffice to say that this week the item WILL be paid for and in two plus weeks, I WILL finally have a genuine alpha Touring Navigation trimmed center console for Project Legend.
I plan on going into the specifics on all the differences between USDM, JDM, EDM, and JDM w/Navigation center consoles in my next post, but until then....keep this in mind as a probable end result:
Tuesday, June 10, 2008
The Difference Betwen Differentials & Dismay Discussions
What is a differential and why would it be relative to the post? A differential is, well, I’ll let this Copy Paste Job from “How Stuff Works” .com explain it for me….
“This article will explain differentials -- where the power, in most cars, makes its last stop before spinning the wheels.
The differential has three jobs:
• To aim the engine power at the wheels
• To act as the final gear reduction in the vehicle, slowing the rotational speed of the transmission one final time before it hits the wheels
• To transmit the power to the wheels while allowing them to rotate at different speeds (This is the one that earned the differential its name.)
In this article, you'll learn why your car needs a differential, how it works and what its shortcomings are. We'll also look at several types of positraction, also known as limited slip differentials.
Why You Need a Differential
Car wheels spin at different speeds, especially when turning. Also note that the front wheels travel a different distance than the rear wheels. Each wheel travels a different distance through the turn, and that the inside wheels travel a shorter distance than the outside wheels. Since speed is equal to the distance traveled divided by the time it takes to go
For the non-driven wheels on your car -- the front wheels on a rear-wheel drive car, the back wheels on a front-wheel drive car -- this is not an issue. There is no connection between them, so they spin independently. But the driven wheels are linked together so that a single engine and transmission can turn both wheels. If your car did not have a differential, the wheels would have to be locked together, forced to spin at the same speed. This would make turning difficult and hard on your car: For the car to be able to turn, one tire would have to slip. With modern tires and concrete roads, a great deal of force is required to make a tire slip. That force would have to be transmitted through the axle from one wheel to another, putting a heavy strain on the axle components. “
So there you go. Got your learn on I hope.
Now as far as relativity, that previous info on differentials is relative to this post because as it turns out, the differential is what went out on my daily-driven KA7. Not the torque converter that both I and my trusted auto tech had thought.
Awesome. There goes another hundred dollars for a low mileage differential shipped as well as another 3-5 business days without my car. Not to mention a bit of a waste of money in respect to the two hundred plus spent on a low mileage JDM transmission that I didn’t need to buy after all.
Could be worse though.
While in this somewhat never ending transitional period of not having my whip, I have had plenty of time to put things in perspective and reflect on my goals, ambitions, and cold realities surrounding Project Legend.
For example, how am I going to incorporate my planned exodus from Wisconsin into power moves for Project Legend and its upgrades?
How feasible is it to maintain a daily driven luxury sedan that runs on Premium gasoline when gas prices are going nowhere but up?
How much sense does having not one, but two of these sedans in the long run, make?
How many of my planned modifications will make it onto my Daily Driver before my move vs. how many will just come along for the ride in boxes until I purchase the Blk on Blk Type II 6-Speed Sedan?
How much of a monetary investment do I intend to make in regards to a daily driven car that might just end up being passed along to another member of my family anyway?
Wouldn’t it just be easier to buy a Honda S2000 and focus on that?
What kind of horsepower am I going to be satisfied with when all is said and done?
How much is the culmination of ALL my plans, dreams, and aspirations for Project Legend going to cost me in the end in both time and money?
Is it all worth it?
How far should I go in regards to V.I.P. tuning?
How feasible is it to do a 3.5 swap if a Type II 6-speed is enough?
Will my car be safe where I live when I move out to California?
How much effort/money needs to be spent in order to be at least somewhat satisfied with the end result in regards to each aspect of the build?
How much of the work am I willing to do vs. paying someone else to do it for me?
How hard is all this custom fabricating going to be?
Ok….well, not so much perspective….but I am getting forced to come up with answers and solutions to some of the questions/problems previously listed.
More on that later. I’ve kind of got a lot on my plate people.
Sunday, May 25, 2008
Conversations and Conversions of Torque
So two weeks ago on Mothers Day, I shifted my “Project Daily Driver” Legend into reverse only to hear a loud “BANG” and then it just revved when I shifted into D4. Bad news.
I’m pretty sure it was my torque converter that went out, which is a costly repair to say the least. What is a torque converter you may ask?
Well, let me explain…
Torque Converter
On automatic transmissions, the torque converter takes the place of the clutch found on standard shift vehicles. It is there to allow the engine to continue running when the vehicle comes to a stop. The principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air into another fan which is unplugged. If you grab the blade on the unplugged fan, you are able to hold it from turning but as soon as you let go, it will begin to speed up until it comes close to the speed of the powered fan. The difference with a torque converter is that instead of using air, it uses oil or transmission fluid, to be more precise.
A torque converter is a large doughnut shaped device (10" to 15" in diameter) that is mounted between the engine and the transmission. It consists of three internal elements that work together to transmit power to the transmission. The three elements of the torque converter are the Pump, the Turbine, and the Stator. The pump is mounted directly to the converter housing which in turn is bolted directly to the engine's crankshaft and turns at engine speed. The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle. The stator is mounted to a one-way clutch so that it can spin freely in one direction but not in the other. Each of the three elements have fins mounted in them to precisely direct the flow of oil through the converter
With the engine running, transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which starts it turning. The fluid continues in a circular motion back towards the center of the turbine where it enters the stator. If the turbine is moving considerably slower than the pump, the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning. With the stator stopped, the fluid is directed by the stator fins to re-enter the pump at a "helping" angle providing a torque increase. As the speed of the turbine catches up with the pump, the fluid starts hitting the stator blades on the back-side causing the stator to turn in the same direction as the pump and turbine. As the speed increases, all three elements begin to turn at approximately the same speed.
So that’s what it is/does and without it working properly; my car is not working.
I was able to get it towed to my mans shop last Monday (finally) as well as acquire a low mileage JDM transmission complete with a working torque converter from a shop in Chicago. So basically my car, new/old transmission, and money are going to my man’s shop and there it well stay until he is able to fix it.
Needless to say, this is a bit of a financial set back in regards to what its going to take monetarily to get Project Legend completed but hey, that’s life.
New posts happening more than once a month.
Promise.
I’m pretty sure it was my torque converter that went out, which is a costly repair to say the least. What is a torque converter you may ask?
Well, let me explain…
Torque Converter
On automatic transmissions, the torque converter takes the place of the clutch found on standard shift vehicles. It is there to allow the engine to continue running when the vehicle comes to a stop. The principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air into another fan which is unplugged. If you grab the blade on the unplugged fan, you are able to hold it from turning but as soon as you let go, it will begin to speed up until it comes close to the speed of the powered fan. The difference with a torque converter is that instead of using air, it uses oil or transmission fluid, to be more precise.
A torque converter is a large doughnut shaped device (10" to 15" in diameter) that is mounted between the engine and the transmission. It consists of three internal elements that work together to transmit power to the transmission. The three elements of the torque converter are the Pump, the Turbine, and the Stator. The pump is mounted directly to the converter housing which in turn is bolted directly to the engine's crankshaft and turns at engine speed. The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle. The stator is mounted to a one-way clutch so that it can spin freely in one direction but not in the other. Each of the three elements have fins mounted in them to precisely direct the flow of oil through the converter
With the engine running, transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which starts it turning. The fluid continues in a circular motion back towards the center of the turbine where it enters the stator. If the turbine is moving considerably slower than the pump, the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning. With the stator stopped, the fluid is directed by the stator fins to re-enter the pump at a "helping" angle providing a torque increase. As the speed of the turbine catches up with the pump, the fluid starts hitting the stator blades on the back-side causing the stator to turn in the same direction as the pump and turbine. As the speed increases, all three elements begin to turn at approximately the same speed.
So that’s what it is/does and without it working properly; my car is not working.
I was able to get it towed to my mans shop last Monday (finally) as well as acquire a low mileage JDM transmission complete with a working torque converter from a shop in Chicago. So basically my car, new/old transmission, and money are going to my man’s shop and there it well stay until he is able to fix it.
Needless to say, this is a bit of a financial set back in regards to what its going to take monetarily to get Project Legend completed but hey, that’s life.
New posts happening more than once a month.
Promise.
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