Looks like another tranny is about done for me.
10-16-2008, 12:21 AM
#21
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That's what the front case does on the Miata transmission - which really isn't a bellhousing, more like a bellhousing and front section integrated. And since I just went through this, I've got pics!
You can see the bearings buried in the "bell". What's that you ask? A ghetto case splitter/separator.
Yes it works.
Here's the back side of the front section with top bearing still seated:
And here's the trans with the lower bearing on the shaft:
You can see the bearings buried in the "bell". What's that you ask? A ghetto case splitter/separator.
Yes it works.
Here's the back side of the front section with top bearing still seated:
And here's the trans with the lower bearing on the shaft:
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10-16-2008, 12:21 AM
#22
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oh yeah, and cryo-treating the case helped 2 friends with 700+whp vw's keep transmissions together.
I should also note what a piece of ****, communist cockmaster company Quaife really is. I bought their differential for my vw, and after paying $600 to get it installed, it broke like 1-week later. Then broke it apart to find that the case broke. So we called Autotech (quaife dealer) and they talked to quaife, who refused to send a replacement because they "only warranty the gears inside, not the differential's case." So I dropped $900 on the diff, $600 on the labor, it broke, and they told me to get fucked. I then bought a diff from Gary Peloquin who offers a "no questions asked" warranty. I wish he'd put something together for miata people.
btw, the r32 peloquin rear diff looks insane:
I should also note what a piece of ****, communist cockmaster company Quaife really is. I bought their differential for my vw, and after paying $600 to get it installed, it broke like 1-week later. Then broke it apart to find that the case broke. So we called Autotech (quaife dealer) and they talked to quaife, who refused to send a replacement because they "only warranty the gears inside, not the differential's case." So I dropped $900 on the diff, $600 on the labor, it broke, and they told me to get fucked. I then bought a diff from Gary Peloquin who offers a "no questions asked" warranty. I wish he'd put something together for miata people.
btw, the r32 peloquin rear diff looks insane:
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10-16-2008, 01:32 AM
#27
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What is there, one mabey two trans upgrades(Quaife+?)? Not to mention how ******* expensive it is!
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10-16-2008, 09:20 AM
#29
Lord- that was my point. Rwd isn't confined to the space the fwd transaxles are. The fwd trans loses a lot of the stuff that makes the rwd trans strong.
Damn Hustler, that's yet another mechanical horror story... I still think if you avoid drag racing, keep the shifting smooth and concise, and power under 250ftlbs, you'll be ok on the road course. That merlot which for sale here, had at least five seasons of track events on it- same transmission.
Options? When used transmissions run from 100-200 bucks, consider how cheap most Miata owners are, well maybe it's not so surprising.
I've also started to suspect another transmission/diff killer- the U joints. I've got some slop in my driveline that's still there with the new trans and I'm wondering if that's where it is coming from. I know this is a big deal on high torque muscle cars.
I still think that a trans swap kit would be a good option. It should include the adapter plate (tho I'd prefer a welded up, modified bellhousing), slave arrangement, clutch pieces, drive shaft and ppf adapter. You name/supply the trans... whatever is the cheapest/strongest/most available.
Damn Hustler, that's yet another mechanical horror story... I still think if you avoid drag racing, keep the shifting smooth and concise, and power under 250ftlbs, you'll be ok on the road course. That merlot which for sale here, had at least five seasons of track events on it- same transmission.
Options? When used transmissions run from 100-200 bucks, consider how cheap most Miata owners are, well maybe it's not so surprising.
I've also started to suspect another transmission/diff killer- the U joints. I've got some slop in my driveline that's still there with the new trans and I'm wondering if that's where it is coming from. I know this is a big deal on high torque muscle cars.
I still think that a trans swap kit would be a good option. It should include the adapter plate (tho I'd prefer a welded up, modified bellhousing), slave arrangement, clutch pieces, drive shaft and ppf adapter. You name/supply the trans... whatever is the cheapest/strongest/most available.
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10-16-2008, 10:33 AM
#30
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[QUOTE=m2cupcar;320412]Lord- that was my point. Rwd isn't confined to the space the fwd transaxles are. The fwd trans loses a lot of the stuff that makes the rwd trans strong.
Gotcha! There was a post somewhere(MX-5.net, I think) of a guy trying a T5 swap but it's unfinished. I don't know if he hit a snag, ran out of funds or just quit posting. Might even be finished.Not sure?
Gotcha! There was a post somewhere(MX-5.net, I think) of a guy trying a T5 swap but it's unfinished. I don't know if he hit a snag, ran out of funds or just quit posting. Might even be finished.Not sure?
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10-16-2008, 10:42 AM
#31
I'm sure there's a reason FM went with a gearset vs. a swap kit. And I don't think it's profit margin, because it seems to me there's a lot more margin in the kit given the price of the gear set. It might be on the post side of the sale - the installation would be nearly as complicated as their turbo install. Then again the 6 spd seems to be working fine for most turbo four applications.
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10-16-2008, 11:38 PM
#32
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FM Quaife 5-speed swap: $3000-$3500 (remember you need synchros and a bunch of other ****)
+5-speed shift feel
+Great street/strip gear ratios
+arguably stronger than the 6-speed
-******* expensive
-some have said that the 5th gear whine on the highway necessitates earplugs
6-speed: $700-$1000
+way cheaper
+better road race gear ratios
-not quite as strong as the 5-speed
-inconsistent shift feel (some are really bad, some are just slightly worse than the 5)
+5-speed shift feel
+Great street/strip gear ratios
+arguably stronger than the 6-speed
-******* expensive
-some have said that the 5th gear whine on the highway necessitates earplugs
6-speed: $700-$1000
+way cheaper
+better road race gear ratios
-not quite as strong as the 5-speed
-inconsistent shift feel (some are really bad, some are just slightly worse than the 5)
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I was under the impression the 6spd was substantially stronger... 
the quaife upgraded 5spd. got it.
10-16-2008, 11:52 PM
#34
Gears is a much better solution than a swap kit in most regards except price. Problem is, making the gears. Initial cost of the materials to make the gears out of is peanuts compared to cost of manufacturing. Cutting them requires a Horizontal milling machine w/ rotary table. Then they have to be either bored in the center or broached depending on which gears you are making.
A CNC Horizontal Mill w/ CNC rotary table ain't gonna be cheap. (Probably 20K?) At least 200-250 a month just to make payments on if you bought one. And then you need a select few broaches to cut the splines. Probably 700-1000 per broach. Oh, and a hydraulic press to use the broach (1000).
When I get out of college in 2-3 years I'm buying a bunch of CNC equipment and it will be making parts 24-7. These could be one of them. But yeah that's a long ways off. Wish someone would do it sooner. I think I've PM'd everyone on this forum that's ever suggested they would make anything for miatas and so far, no takers.
A CNC Horizontal Mill w/ CNC rotary table ain't gonna be cheap. (Probably 20K?) At least 200-250 a month just to make payments on if you bought one. And then you need a select few broaches to cut the splines. Probably 700-1000 per broach. Oh, and a hydraulic press to use the broach (1000).
When I get out of college in 2-3 years I'm buying a bunch of CNC equipment and it will be making parts 24-7. These could be one of them. But yeah that's a long ways off. Wish someone would do it sooner. I think I've PM'd everyone on this forum that's ever suggested they would make anything for miatas and so far, no takers.
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10-17-2008, 12:14 AM
#37
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Gears is a much better solution than a swap kit in most regards except price. Problem is, making the gears. Initial cost of the materials to make the gears out of is peanuts compared to cost of manufacturing. Cutting them requires a Horizontal milling machine w/ rotary table. Then they have to be either bored in the center or broached depending on which gears you are making.
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10-24-2008, 07:53 AM
#39
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Hahl! My tranny just got stuck in 5th (I think) @ CMP 2 weeks ago.
A Quaife is out of the question for my sense of value.
I have a '93 transmission I'm going to throw in. It came with the car and has been sitting in the shed since I swapped all the 1.8 stuff in. I have new seals to freshen up either end. I have to make VIR in a week and then Road Atlanta for Thanksgiving. Hope it holds together long enough to finish the year.
I would think the 6 speed just keeps you too busy shifting gears. Gear shifts rob your lap times of .10's. I think I'll just keep throwing in junk yard 1.8 trannys if this problem is continuous. That and try changing my shifting style.
On the track I shift quickly -no grip and rip, just pushing forward with the palm and pulling back with the fingers - but I do send it home. The only situation that requires I slow down and be patient is when the drive train is all torqued up in a hard 2nd gear acceleration coming out of a slow corner. If I'm not patient enough, I'll snag 3rd a little on the shift. I've found that short shifting to 3rd at about 5000 rpm helps.
I'll admit I have no idea how transmissions work internally. What confuses me is how I could have lock up in 5th gear when the only gear I'll admit to abusing is 3rd?
There's not enough demand to justify the mfg expense of aftermarket transmission products because they work great for stock powered, normal use - and really well. It's only when power is significantly increased and they are driven really hard that failures occur and that's because they weren't designed for it. Compared to all the Miatas out there, there's only a handful of us doing things with the cars that exceed the capacity of the OEM parts.
A Quaife is out of the question for my sense of value.
I have a '93 transmission I'm going to throw in. It came with the car and has been sitting in the shed since I swapped all the 1.8 stuff in. I have new seals to freshen up either end. I have to make VIR in a week and then Road Atlanta for Thanksgiving. Hope it holds together long enough to finish the year.
I would think the 6 speed just keeps you too busy shifting gears. Gear shifts rob your lap times of .10's. I think I'll just keep throwing in junk yard 1.8 trannys if this problem is continuous. That and try changing my shifting style.
On the track I shift quickly -no grip and rip, just pushing forward with the palm and pulling back with the fingers - but I do send it home. The only situation that requires I slow down and be patient is when the drive train is all torqued up in a hard 2nd gear acceleration coming out of a slow corner. If I'm not patient enough, I'll snag 3rd a little on the shift. I've found that short shifting to 3rd at about 5000 rpm helps.
I'll admit I have no idea how transmissions work internally. What confuses me is how I could have lock up in 5th gear when the only gear I'll admit to abusing is 3rd?
There's not enough demand to justify the mfg expense of aftermarket transmission products because they work great for stock powered, normal use - and really well. It's only when power is significantly increased and they are driven really hard that failures occur and that's because they weren't designed for it. Compared to all the Miatas out there, there's only a handful of us doing things with the cars that exceed the capacity of the OEM parts.
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