Don't forget to inspect, clean, and lubricate the caliper slides as well. You talked about lubricating the one on the caliper bracket, but it's important to mention the requirement for Caliper slide grease since it's high temperature synthetic grease.
@@ADDvanced I also anti-seize the mating surface between the hub and rotor and then on lug nuts - particularly on cars that don't get brake service frequently.
@@ADDvanced Had to drill them out of our Odyssey last fall after going through 3 impact bits my impact driver and then just mangling one in frustration...
Slot direction probably does not matter here. Cooling vane design is the determining factor. (If curved vane) Their orientation determines airflow direction. Always pull air from center out. Straight vane rotors are non directional, and most vehicles including gen 1 insight have straight vanes. Look to motorsport apps and you’ll find slots going in both directions and all sorts of weird slot designs.
@@ADDvanced I have a 2001 CVT. Purchased it used with 35k on it. Has 120k now. Honda technology is incredible. They did everything possible for mpg. The aluminum calipers on the 5 speed saved weight. They had to used cast iron on the CVT because of the added heat an automatic creates. I just changed my spark plugs with the correct clocked electrode plugs. That is F1 technology!
@@michaelmccloskey254 I'm not understanding why a transmission change would create more heat in the calipers... and they didn't do everything. Have you ever removed an insight seat? CRAZY heavy. It's weird to me they spent so much effort making doors and hoods so lightweight then put in boat anchors as seats. I bought mine at 180k miles and have 300k+ now. It's needed a temp sensor, some control arms, and two wheel bearings. That is it. I don't really commute anymore so I barely drive it now. Not sure what to do with it, it's not worth anything but drives great.
@@ADDvanced I'm in the same position. I bought a BMW i3 to replace the Insight. I don't drive as much and the value of the Insight is so low I'm just keeping it. I figure in 4 years I can run a antique plate on it. Big savings in registration and yearly inspection here in PA. I guess because the automatic is always pushing on the car when stopping, unlike pushing in the clutch, it creates more heat. I've been looking for a Sleekcraft tunnel like yours. Been really interesting following your restoration. Really informative.
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Don't forget to inspect, clean, and lubricate the caliper slides as well. You talked about lubricating the one on the caliper bracket, but it's important to mention the requirement for Caliper slide grease since it's high temperature synthetic grease.
Great point. I lubed both but forgot to get that part on video.
@@ADDvanced I also anti-seize the mating surface between the hub and rotor and then on lug nuts - particularly on cars that don't get brake service frequently.
Came for the fast boats, stayed for G1 insight stuff lol.
Probably not a big crossover lol
That 4-lug life...
And truly, I may stab the inventor for the rotor screw if we ever meet...
Pretty sure it was to keep the rotors on before the bolted on the calipers in the factory. Really not needed. Def had to drill out a few before.
@@ADDvanced Had to drill them out of our Odyssey last fall after going through 3 impact bits my impact driver and then just mangling one in frustration...
Nice information bro
Thanks, lmk if you have questions, these cars are pretty straight forward but things can be confusing. Cheers!
I don't wanna be that guy, but I have to ask what car the lip was for? Looks like a 99-00 Civic Si lip
You would be correct
@@ADDvanced thank you very much!
Slot direction probably does not matter here. Cooling vane design is the determining factor. (If curved vane) Their orientation determines airflow direction. Always pull air from center out. Straight vane rotors are non directional, and most vehicles including gen 1 insight have straight vanes. Look to motorsport apps and you’ll find slots going in both directions and all sorts of weird slot designs.
Also direction doesn’t matter because this isn’t a track car, lol. Most braking is done w regen
@@ADDvanced same here. I think my car likely has original brakes too
Must be a 5 speed. The CVT had iron calipers due to extra heat. Keep those aluminum calipers in good shape as I hear they may be hard to get replaced.
I've owned one of these cars for years and never knew the 5spd and CVTs had different calipers. Weird.
@@ADDvanced I have a 2001 CVT. Purchased it used with 35k on it. Has 120k now. Honda technology is incredible. They did everything possible for mpg. The aluminum calipers on the 5 speed saved weight. They had to used cast iron on the CVT because of the added heat an automatic creates. I just changed my spark plugs with the correct clocked electrode plugs. That is F1 technology!
@@michaelmccloskey254 I'm not understanding why a transmission change would create more heat in the calipers... and they didn't do everything. Have you ever removed an insight seat? CRAZY heavy. It's weird to me they spent so much effort making doors and hoods so lightweight then put in boat anchors as seats.
I bought mine at 180k miles and have 300k+ now. It's needed a temp sensor, some control arms, and two wheel bearings. That is it. I don't really commute anymore so I barely drive it now. Not sure what to do with it, it's not worth anything but drives great.
@@ADDvanced I'm in the same position. I bought a BMW i3 to replace the Insight. I don't drive as much and the value of the Insight is so low I'm just keeping it. I figure in 4 years I can run a antique plate on it. Big savings in registration and yearly inspection here in PA. I guess because the automatic is always pushing on the car when stopping, unlike pushing in the clutch, it creates more heat. I've been looking for a Sleekcraft tunnel like yours. Been really interesting following your restoration. Really informative.