If you've spent at any time behind the wheel of a good RSX, you know the dc5 type s transmission is basically the very center and soul of the driving experience. It's the piece of the puzzle that turns a decent sport compact directly into a legendary driver's car. Whether you're trying to keep your daily motorist running smooth or even you're planning a K-swap for a monitor build, understanding what makes this 6-speed tick is pretty much mandatory. It isn't only a gearbox; it's probably the most sought-after parts of hardware in the Honda world.
The Feel of a Genuine Close-Ratio Box
There's something about the way a Type S shifts that just seems right . Honda provides always been known for their gearboxes, but the DC5 generation really nailed the balance between a streetable vehicle and something that feels mechanical and organic. The dc5 type s transmission is really a close-ratio 6-speed, which means the RPMs don't drop directly into a "dead zone" when you change. When you're shouting toward that eight, 000+ RPM redline and you click in to the next gear, you're right back in the meats of the strength band.
The particular gearing is limited. Really tight. In the earlier 2002-2004 models, you had a 4. a few final drive, which was great, but Honda stepped it up for the particular 2005-2006 "refresh" versions using a 4. 7 final drive. That shorter final push the actual car sense significantly punchier. It's the type of upgrade that will makes you realize exactly why people search for all those specific year models when they're scouring eBay or Facebook Marketplace.
Coping With the Famous Third Gear Grind
We can't talk about the dc5 type s transmission with out addressing the elephant within the room: the "Honda Grind. " If you've possessed one of these brilliant, you've most likely felt it. You're driving along, proceed to shift into third, and— crunch . Or even worse, the shifter just pops right back out at you.
It's a bummer, but it's the well-documented issue. Most of the time, it comes lower to the synchros. The early metal synchros were prone to wear, especially in the event that the prior owner has been banging gears such as these were in a Quick & Furious movie. Thankfully, the aftermarket has basically "solved" this particular. Companies like Gearworks or even OE replacements for the later 05-06 versions use carbon-lined synchros which are way even more durable. If you're rebuilding your trans, don't even believe about putting brass back in there. Go carbon plus never look back again.
Is definitely an LSD Worth the time and effort?
One major gripe people have with the North American dc5 type s transmission is that it didn't have a Limited Slip Differential (LSD) from the particular factory. While the JDM Integra Type R (the DC5-R) came with the Helical LSD, the US-spec RSX Type S got a differential.
This means in case you're trying in order to power from the tight corner, you may end up rotating the interior tire plus wasting all that K-series torque. If you have the particular transmission out intended for a clutch job or a repair, adding an LSD is the single best thing you may do for the particular car's handling. Dropping within a Wavetrac, Quaife, or even an used OEM ITR device completely transforms exactly how the car puts power down. It goes from "understeering mess" to "on rails" real quick.
Maintenance plus the Magic great Fluid
You'd be surprised how many "broken" transmissions I've seen that had been actually just running the wrong fluid. The particular dc5 type s transmission is usually picky. Some individuals swear by the particular Honda Genuine MTF, and for a stock daily, it's perfectly fine. When you're dealing with a small notchiness or even minor grinds, presently there are better options out there.
A lot associated with guys in the neighborhood run Amsoil Manual Synchromesh or the famous "GM Friction Modified" fluid. It sounds weird putting Chevy fluid in the Honda, but it's like magic regarding smoothing out these gear transitions. Remember these are high-revving machines; the fluid gets sheared down pretty fast. Altering it every fifteen, 000 to twenty, 000 miles isn't overkill if you're driving the car the way it had been meant to become driven.
The reason why Everyone Wants This for K-Swaps
The demand for your dc5 type s transmission remains high because associated with the K-swap picture. If you're putting a K20 or K24 into a good EG Civic or a DC2 Integra, the Type S 6-speed is generally the go-to option. It's strong enough to handle a decent amount of power, and the gearing is significantly better for the functionality build than the 5-speed boxes found in the particular base RSX or maybe the EP3 Civic Si.
The 5-speed is fine intended for a commuter, but it lacks that will aggressive feeling you receive with the Type S. Plus, the 6th gear is a lifesaver on the highway. Actually though it's still a relatively high-RPM cruise, having that will extra gear keeps the drone lower and the energy economy somewhat reasonable—at least until a person decide to fall it into 3rd and let the VTEC scream.
Shifter Feel and Cable connection Upgrades
As opposed to the older B-series engines that used solid shift linkages, the dc5 type s transmission uses cables. Several purists hated this particular when the vehicle first came away, saying it sensed "rubbery" or "disconnected. " While I get where they're coming from, the cable system is actually fairly great if a person maintain it.
Over time, the particular rubber bushings in late the cables get soft and mushy. If your shifter feels like a spoon inside a bowl of mashed potatoes, that's your problem. Upgrading to solid brass or spherical bushings at the transmission end makes a world of distinction. Pair that along with a high-quality brief shifter—something like a good Acuity or Hybrid Racing unit—and the shifts become incredibly crisp and bolt-action. It changes the particular whole vibe associated with the interior and makes every drive feel more specific.
Looking regarding an Used Transmission?
If you're searching for an used dc5 type s transmission , you have to be careful. Because cars are usually aging and have often experienced multiple "enthusiastic" owners, locating a healthy one is getting tougher.
When you're looking at one particular, check the magnet on the drain plug for excessive metal shavings. A small amount of good "glitter" is regular wear, but actual chunks of metallic are a huge red flag. Also, attempt to verify which year it arrived out of. As I mentioned earlier, the 05-06 models are the "holy grail" due to that 4. 7 final drive as well as the better synchros. You are able to tell them aside by the speed messfühler location and the bracketry, so do your homework before handing over any cash.
Conclusions upon the DC5 Gearbox
At the particular end of the day, the dc5 type s transmission is a work of art of engineering that just requires a little love to remain perfect. It's obtained its quirks—like the synchro issues as well as the lack of the factory LSD—but the particular core design will be solid. It's the particular link between the driver and that high-revving K-series engine, and when it's working right, there's nothing else quite like it.
Whether you're start again yours with carbon synchros, hunting with regard to an 06 design for the better gearing, or simply trying to fix the leak, it's worthy of the effort. There's a reason these gearboxes still command a high price almost twenty years right after they stopped creation. They just don't make them such as this anymore. So, keep the fluid fresh, don't slam your armor and weapon upgrades too hard, and enjoy among the best guide transmissions ever made.