Honda Civic Front Wheel Bearings - honda wheel bearings

2024-10-23 13:48:16

Although they are not visible, car wheel bearings are essential to your car functioning properly and are vital to ensuring you have a pleasant, safe driving experience.

Once your car bearings are sealed, you won’t be able to carry out any maintenance on them. As such, the best thing you can do is act preventively, avoiding the need to replace them ahead of time.

It is important to remember that car bearings determine how a car runs; that is, they are able to increase or decrease wheel quality.

Although manufacturers produce car bearings with a moisture seal, it may not be enough to resist liquids. As such, we advise that you avoid driving through puddles when it rains.

Car bearings are generally positioned on a metal shaft and fit tightly inside the wheel hub. The wheel hub, in turn, keeps the wheel studs in place.

However, certain adverse conditions can cause car bearings to become overloaded, damaging them and needing replacing earlier.

Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability...

Sil80 Mako

John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80.

Aside from the Silvia nose, the only other body mods to the car are rolled rear guards, deletion of the factory rear spoiler (and the holes welded) and a 2 slat Nismo grille. You might also notice the fitment of a naturally aspirated Silvia front bumper – the atmo bar looks cleaner than the turbo versions because it doesn’t have a cooping aperture and grille to feed the intercooler. Who needs the factory intercooler feed when you’re running a big front-mount?

Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

Sil80 car

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A car’s wheels functioning well is essential to your car moving effectively. It is therefore vital to know the optimal types of bearings for each car, depending on its characteristics.

The motivation to build a Sil80 came about by circumstance. John had already purchased a Nissan 180SX 2.0 litre turbo automatic that had received a bump in the front. The initial plan was to bolt on a Nissan S15 front-end but John wasn’t too rapt in having to use fibreglass guards. So the tried and proven Sil80 conversion it was. John says it’s an extremely easy swap, requiring only some modification of the headlight wiring. Note that John also went for the square style Silvia headlights rather than the projector style versions (which look pretty ugly in our book). Aside from the Silvia nose, the only other body mods to the car are rolled rear guards, deletion of the factory rear spoiler (and the holes welded) and a 2 slat Nismo grille. You might also notice the fitment of a naturally aspirated Silvia front bumper – the atmo bar looks cleaner than the turbo versions because it doesn’t have a cooping aperture and grille to feed the intercooler. Who needs the factory intercooler feed when you’re running a big front-mount? The de-spoilered and smooth looking body has recently been treated to an eye-catching paint job. The colour is loosely based on Mazda Tangerine Dream and, believe it or not, the spray job was done in a back shed. It’s a great result. John knows all about Nissan reliability and power-up mods, so he jumped straight into tweaking the factory 2.0 litre turbo (SR20DET) engine. Intake airflow is released with a K&N pod filter mounted on the factory airflow meter and a Hybrid type intercooler – John says it’s a pretty cheap intercooler but it works very well. Its sheer size and thermal mass can’t be denied. A TurboSmart Type 2 blow-off valve is also fitted on the return pipe to the engine – and note that the neat looking intercooler piping was done at home. The turbocharger is a modified version of a Japanese-spec S14a 200SX/Siilvia turbocharger. A GReddy Profec B controller moves the wastegate flap to prevent the engine boosting to more than 10 psi. Mounting the turbocharger is a stainless steel exhaust manifold, which should give improved response and flow compared to the standard part. Exhaust gasses then flow through a 3 inch turbo-back mandrel bent system. Engine management and the fuel system are standard - for now. These are the factors that are holding back the power output to a relatively mild 162kW at the wheels (on a Dyno Dynamics chassis dyno). Still, this 30+ percent power increase over stock comes with factory idle quality, cold-start characteristics and all of those other driveability niceties. Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability... Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

The name John Di Mauro might ring a bell with regular readers. We’ve previously featured John’s modified Nissan R32 Skyline GTSt Type M - see Tweaked Type M. Well, as mentioned in that article, his plan was to sell the R32 and focus on building a killer S13 "Sil80" (a 180SX with a Silvia nose).

Sil80 price

The 62/66/72 mm 19-piece bearing puller set is a tool used to mount 62 mm bearings and is compatible with some popular car models such as the Seat Ibiza, VW Polo, and Audi A2, among others.

Whenever possible, drive on tarmacked roads and avoid uneven road surfaces such as dirt roads and uneven cobbles. Doing so avoids exposing your car to excessive shaking, which may damage car bearings.

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Car wheel bearings are a set of balls trapped between two rings – one larger, the other smaller – that support the vehicle’s weight, maximising passenger comfort.

Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

Although they lack resistance on longer journeys, this type of wheel bearing has a huge load capacity. As such, it is very commonly used on the wheels of goods vehicles.

John says the mechanicals of his Sil80 are yet to be taken to the next level but, even as is, we reckon it’s one of the best all-round S13s in Australia. No, it mightn’t have the kilowatt count of many others, but it's one damn' attractive all-rounders. Something you can drive every day and go racing in.

The sound produced is generally metallic and similar to that caused by your car tires scraping on metal. However, worn-out bearings produce a more rhythmic noise.

Unlike needle roller bearings, deep groove ball bearings do not withstand heavy loads. They do, however, provide for better displacement thanks to the balls within them.

Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs.

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This 26-piece set of universal bearing and bushing pullers can be used on most brands, making removing and fitting bearings, silent blocks, hydraulic silent blocks, and shaft and sleeve bushings all the easier.

Keep reading to find out the details you should be aware of, ensuring that your car bearings are kept in the best condition.

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The 62/66/72/85 mm 39-piece bearing puller set has been specially designed to prevent damage to new bearings, allowing them to be placed and removed safely and levelly.

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Such activities can come with a high price tag that includes replacing not only your bearings but also your car’s suspension and tyres.

Sil80 for sale

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If the bearing bore code is then added, ➤ section, the bearing size is completely defined. Dimension series for radial bearings (excluding tapered roller and ...

Generally, a wheel bearing replacement could cost anywhere between $150 to $800. The cost will vary as per the make and model of your vehicle, part price, and ...

Unlike a car’s mechanical parts, such as the clutch system and spark plugs, there is no such thing as an average service life for car bearings. This component’s useful life will depend on factors such as driving style or the type of roads driven on.

Double-cone roller bearings are some of the bearings most popularly used on cars. The balls in the component smooth wheel movements, easing vehicle movement.

John knows all about Nissan reliability and power-up mods, so he jumped straight into tweaking the factory 2.0 litre turbo (SR20DET) engine. Intake airflow is released with a K&N pod filter mounted on the factory airflow meter and a Hybrid type intercooler – John says it’s a pretty cheap intercooler but it works very well. Its sheer size and thermal mass can’t be denied. A TurboSmart Type 2 blow-off valve is also fitted on the return pipe to the engine – and note that the neat looking intercooler piping was done at home. The turbocharger is a modified version of a Japanese-spec S14a 200SX/Siilvia turbocharger. A GReddy Profec B controller moves the wastegate flap to prevent the engine boosting to more than 10 psi. Mounting the turbocharger is a stainless steel exhaust manifold, which should give improved response and flow compared to the standard part. Exhaust gasses then flow through a 3 inch turbo-back mandrel bent system. Engine management and the fuel system are standard - for now. These are the factors that are holding back the power output to a relatively mild 162kW at the wheels (on a Dyno Dynamics chassis dyno). Still, this 30+ percent power increase over stock comes with factory idle quality, cold-start characteristics and all of those other driveability niceties. Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability... Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

Depending on their quality, the prices of car wheel bearings range from tens to a few hundred euros. However, it’s far better to invest in your safety than risk your life.

Plain bore bearings are the simplest of all types of wheel bearing. This type is typically impact-resistant, therefore able to effectively withstand bumps and sudden movements.

Sil80 conversion kit

The turbocharger is a modified version of a Japanese-spec S14a 200SX/Siilvia turbocharger. A GReddy Profec B controller moves the wastegate flap to prevent the engine boosting to more than 10 psi. Mounting the turbocharger is a stainless steel exhaust manifold, which should give improved response and flow compared to the standard part. Exhaust gasses then flow through a 3 inch turbo-back mandrel bent system. Engine management and the fuel system are standard - for now. These are the factors that are holding back the power output to a relatively mild 162kW at the wheels (on a Dyno Dynamics chassis dyno). Still, this 30+ percent power increase over stock comes with factory idle quality, cold-start characteristics and all of those other driveability niceties. Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability... Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

Feb 28, 2024 — It doesn't seem ... I'm wondering if I need to pull the rocker arm assemblies off to do the camshaft inspection. Save Share. Reply Quote · Like.

Engine management and the fuel system are standard - for now. These are the factors that are holding back the power output to a relatively mild 162kW at the wheels (on a Dyno Dynamics chassis dyno). Still, this 30+ percent power increase over stock comes with factory idle quality, cold-start characteristics and all of those other driveability niceties. Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability... Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

Sil80 Initial D

The service life of a bearing depends on driving style and the types of roads driven on. The service life of a bearing of a vehicle driven primarily on motorways is much longer than for a vehicle used on roads with uneven surfaces or driven off-road.

The de-spoilered and smooth looking body has recently been treated to an eye-catching paint job. The colour is loosely based on Mazda Tangerine Dream and, believe it or not, the spray job was done in a back shed. It’s a great result. John knows all about Nissan reliability and power-up mods, so he jumped straight into tweaking the factory 2.0 litre turbo (SR20DET) engine. Intake airflow is released with a K&N pod filter mounted on the factory airflow meter and a Hybrid type intercooler – John says it’s a pretty cheap intercooler but it works very well. Its sheer size and thermal mass can’t be denied. A TurboSmart Type 2 blow-off valve is also fitted on the return pipe to the engine – and note that the neat looking intercooler piping was done at home. The turbocharger is a modified version of a Japanese-spec S14a 200SX/Siilvia turbocharger. A GReddy Profec B controller moves the wastegate flap to prevent the engine boosting to more than 10 psi. Mounting the turbocharger is a stainless steel exhaust manifold, which should give improved response and flow compared to the standard part. Exhaust gasses then flow through a 3 inch turbo-back mandrel bent system. Engine management and the fuel system are standard - for now. These are the factors that are holding back the power output to a relatively mild 162kW at the wheels (on a Dyno Dynamics chassis dyno). Still, this 30+ percent power increase over stock comes with factory idle quality, cold-start characteristics and all of those other driveability niceties. Backing the bolt-on equipped 2.0 litre turbo engine is a Japanese-spec S14a 5-speed gearbox, which replaces the original auto. Torque is channelled through a ‘600hp’ brass-button clutch. And, at the rear, you’ll find the fruit of Nissan’s wonderful parts interchangability... Gone is the standard 2.0 litre auto’s R180 diff and in its place is a R32 Skyline R200 viscous LSD combined with 180SX 5 bolt driveshafts. John has also made the switch from 4 to 5 stud rims through use of a Cusco 5 stud adapter/spacer at the front and installing R32 Skyline hubs and modified 180SX discs at the rear. The rims currently in service had previously been fitted to John’s R32 Skyline – white Enkei 17s wearing meaty 235/45 tyres. Handling of the rear-wheel-drive coupe is tightened thanks to Tein coil-overs and adjustable camber tops, Cuscoupper rear suspension mounts and a front strut brace. The brakes are standard, but note that the 2.0 litre version of the 180SX already has decent size calipers and discs. Indoors, there’s the stock trim with a few go-fast additions. There’s a drift button on the handbrake lever, an aluminium gear knob, 30 psi AutoMeter boost gauge and a Blitz turbo timer that (literally!) talks in Japanese - the ultimate car park attraction! The 180’s cargo area is home for an Odyssey battery, gold-plated fuse holder and high quality cables. These provide a clean power feed to a JVC MP3 head unit with Pioneer 6 inch 2-ways in the doors, a 1000W amp and 12 inch sub. At the time of writing, John had arrived at a cross-road on where to take the Sil80 from here. John has recently taken possession of a 10 second Silvia which has arrived fresh from Japan. It’s a machine crammed full of the good stuff – a stroker kit, T88 34D turbo, big cams, an R33 gearbox and a whole lot more. John will probably look at getting this beast registered and, if not, he’ll be slotting the 10 second engine into his sweet Sil80. Either way, you won’t be seeing John being left behind at the lights!

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Initially, when car bearings are damaged, they’ll only produce a soft sound. The noise made will, however, become louder over time.

bearing