Rebuilds the Honda RE4 five-speed automatic in 2007-2010 CR-V 2.4L with frictions, steels, gaskets, seals and O-rings for the MZHA, MZJA and BZHA units.
The third-generation Honda CR-V was the first CR-V sold in the US with a five-speed automatic, and every 2007-2010 2.4L model got one. Those trucks are now well past 150,000 miles, and the calls we get are about the same handful of complaints: a flare or slip between gears once the fluid is hot, a delayed or hard engagement into Drive, a shudder at light cruise, or fluid that comes out dark with a burnt smell. When it gets to that point the clutches are worn and the unit has to come apart. This master rebuild kit covers the transmission codes MZHA, MZJA and BZHA, with the friction plates, steel plates, case and cover gaskets, lip seals and O-rings for a full overhaul.
Honda's automatics do not use planetary gearsets and bands the way most domestic units do. The CR-V five-speed is a parallel-shaft gearbox with a separate hydraulic clutch pack for each forward gear, so every upshift is one clutch letting go while the next one is applied. Honda's 2007 CR-V specifications list the ratios as 2.786 first, 1.614 second, 1.082 third, 0.773 fourth and 0.566 fifth, with a 2.000 reverse and a 4.500 final drive. Because each ratio rides on its own clutch, a worn pack shows up as a slip in that one gear, while hardened seals bleed off apply pressure and give you late, soft shifts across the board. This kit replaces every friction and steel and reseals the case, so the rebuilt unit has five healthy clutches instead of one new pack next to four tired ones.
Check the fluid level and condition first, because low or wrong fluid alone can make these units shift badly. Scan for codes: an electrical fault in a shift solenoid or the linear solenoids can feel like a mechanical slip and costs far less to fix. If the codes are clean, the fluid is burnt and the slip follows one gear, the clutches are done. Our transmission slipping diagnosis guide walks through that process, and flare versus slip explains why a pressure problem and a worn clutch feel different behind the wheel.
This kit is listed for the 2007-2010 Honda CR-V with the 2.4L four-cylinder and the five-speed automatic, transmission codes MZHA, MZJA and BZHA. It covers both front-drive and Real Time 4WD trucks, since the code differs but the overhaul parts in this kit are listed for all three. Honda built several five-speeds that look alike from the outside, and Transmission Digest has documented a CR-V that got the wrong one bolted in, so read the code on the case tag before you order or send us your year and VIN. Other overhaul sets are in our rebuild kits category.
Use genuine Honda fluid. Honda ATF DW-1 superseded the original ATF-Z1 and is the correct fill now; soak the new frictions in it before they go into the drums. Air-check each clutch after assembly and set clearances with the selective plates from the service manual. The kit does not include bushings, bearings or the converter, so inspect the rear cover bearing pocket while it is apart and replace the cover and bearing if the bearing slides out by hand. If the old shifts were harsh or erratic, renew the dual linear solenoid while you have access. Flush the cooler, check the level hot, and let the computer relearn over several drives as covered in our adaptive relearn guide.
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It is listed for the MZHA, MZJA and BZHA codes used behind the 2.4L in 2007-2010 CR-V models, which covers both front-drive and Real Time 4WD trucks. Confirm the code on your transmission case tag or send us your VIN.
Friction plates, steel plates, case and cover gaskets, lip seals and O-rings. It does not include the torque converter, bushings, bearings or hard parts, so inspect those during the teardown.
Honda ATF DW-1, which replaced ATF-Z1. Use it to pre-soak the frictions and to fill the transmission, then set the level with the fluid hot.
Usually not. Transmission Digest traced that symptom on a 2007 MZHA to a worn mainshaft bearing pocket in the rear cover. Replace the cover and bearing during the rebuild if the bearing comes out easily.
If the old clutches burned and left debris, or if the truck had lock-up shudder, a new or remanufactured converter is cheap insurance. A clean converter with no shudder history can be reused after inspection.
