Clutch Release Bearing 47SCRN0312 22810-PE6-003 22810-PE6-921 22810-PE6-923 For Honda Rover

Car Model: Honda, Rover
Manufacturer Part NO.: LZ-8189
Warranty: 1 Year or 50000 KM
Reference OEM: 47SCRN031-2, 47SCRN0312, 22810-PE6-003...

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1. Clutch Release Bearing 47SCRN0312 22810-PE6-003 22810-PE6-921 22810-PE6-923 for Honda Rover

2. Item specifics:

Brand:	TNF	Manufacturer Part NO.:	LZ-8189
Delivery Time:	30 Days	Warranty:	1 Year or 50000 KM
Car Model:	Honda Rover	Port of shipment:	Shanghai or Ningbo Port, China
Package:	Neutral or TNF Box, Customers’ designed box	Reference OEM:	47SCRN031-2 47SCRN0312 22810-PE6-003 22810PE6003 GRP90244 22810-PE6-921 22810-PE6-923 22810-PL6-003

3.Application

Model	Engine	Displacement	Power	Hp	Type	Year
HONDA CITY I (AA)						(1983/10 - 1986/10)
HONDA CIVIC III Hatchback (AL, AJ, AG, AH)						(1983/10 - 1987/10)
HONDA CIVIC III Saloon (AM, AK, AU)						(1983/10 - 1987/10)
HONDA INTEGRA (DA)						(1985/10 - 1993/08)
ROVER 200 (XH)						(1985/03 - 1989/09)
ROVER 200 Hatchback (XW)						(1989/10 - 1995/10)

4. TNF News

The modern automotive industry is huge. In the United States it is the largest single manufacturing enterprise in terms of total value of products, value added by manufacture, and number of wage earners employed. One of every six American businesses is dependent on the manufacture, distribution, servicing, or use of motor vehicles; sales and receipts of automotive firms represent more than one-fifth of the country’s wholesale business and more than one-fourth of its retail trade. For other countries these proportions are somewhat smaller, but Japan, South Korea, and the countries of western Europe have been rapidly approaching the level in the United States.

The trend toward consolidation in the industry has already been traced. In each of the major producing countries the output of motor vehicles is in the hands of a few very large firms, and small independent producers have virtually disappeared. The fundamental cause of this trend is mass production, which requires a heavy investment in equipment and tooling and is therefore feasible only for a large organization. Once the technique is instituted, the resulting economies of scale give the large firm a commanding advantage, provided of course that the market can absorb the number of vehicles that must be built to justify the investment. Although the precise numbers required are difficult to determine, the best calculations, considering both the assembly operation and the stamping of body panels, place the optimum output at between 200,000 and 400,000 cars per year for a single plant. Increasingly stringent and costly regulations aimed at correcting environmental damage due to the rising number of vehicles on the road also have been a factor in the move toward consolidation.

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