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Here is a quick summary of the biggest off season upgrade for LaFawnduh.
Went from the Quaife gearbox which I NEVER had a single mechanical issue with to a G-Force GSR Dog Box. This is the same gearbox used in the current generation Nascar cup cars. I had been a little un-easy about turning it all the way up with the Quaife in the car.....now "I ain't skeered" I'm going to crank it up to 11 for this season
Got the shifter boot in today. Now the swap is complete.
On to getting the rest of the car back together......new ignition system, new ECU and more boost being tuned on Feb 25th.....running out of time.
Yea, It's a Quicktime Bellhousing. It was actually not all that bad mating the gearbox to the BP. I used a Miata flywheel, Miata pressure plate and a clutch disk from a 2009 Saturn Sky Redline. The standard 26 spline GM input shaft is the correct length. The hardest part was building the mount to incorporate the PPF and setting up the Tilton 4000 series TO bearing.
You still running the 7" torsen rear end? If so, how much of a fuse does that end up being at these power levels? I remember a couple years ago you had talked about swapping to a cobra 8.8 housing. Or does keeping the PPF necessitate something else?
I genuinely leaned into my monitor and said in a hushed tone "Ooooooooo".
How does this compare to the Quaife cost? I believe Emilio once ball parked it in the hardened gearset thread to be about $6k
Two different items I think. Quaife gearset vs Quaife sequential trans. Gearsets are/were around $2.5k last I saw, plus install. QBE60G sequential (what we have) is rated for a bit less power than Eric is probably making so the smart choice would be the QBE69G rated for 750bhp, $9700 for the box plus a 3-4k to get in and dialed. Used NASCAR box can be found cheap, rebuilt cheap and nigh indestructible at his power level. Quite likely he will run most courses in 2nd gear so shift speed on par with a sequential, <100ms.
Was wondering the same thing. Looks like the case may be cast iron.
The Gforce is usually cast magnesium or cast aluminum. They advertise weight savings over t56 but i doubt its lighter then a BP trans. I think this is a better choice over a sequential because of the ease of swapping gearsets for auto-x.
Website says the case is magnesium. Looks like they make an aluminum case version as well. I doubt any modern race trans uses an iron case.
I was a little skeptical that it would be iron, but between the texture of the surface finish, the fact that it was painted, and the ALLOFIT power rating I assumed incorrectly.
You still running the 7" torsen rear end? If so, how much of a fuse does that end up being at these power levels? I remember a couple years ago you had talked about swapping to a cobra 8.8 housing. Or does keeping the PPF necessitate something else?
You still running the 7" torsen rear end? If so, how much of a fuse does that end up being at these power levels? I remember a couple years ago you had talked about swapping to a cobra 8.8 housing. Or does keeping the PPF necessitate something else?
Yes, I'm still running the stock torsen 7" rear end. In my experience, this is a fairly strong part as long as you don't have wheel hop. The rear control arms, bushings and shocks we use coupled with the Traction Control system really does a great job of keeping drive-train parts happy in this setup. An example of this is there are CSP cars that have broken OSG Diffs and MULTIPLE blue printed axles at 150hp while pulling 2.1 to 2.2 60' times in pro solo. I've had the same stock diff and stock axles in my car for the last 5 years at 3x's the power doing high 1.7's low 1.8's.
We have also been running a sprung organic disk clutch in the car. We did go to a sprung 6 puck this year. If we end up breaking axles or diffs, I will go back to the sprung organic disk.
Originally Posted by rrjwilson
I genuinely leaned into my monitor and said in a hushed tone "Ooooooooo".
How does this compare to the Quaife cost? I believe Emilio once ball parked it in the hardened gearset thread to be about $6k
Buy the time you buy the Quaife gearset and all the parts from Mazda to do the swap correctly AND pay a someone to machine the gearcase and to the install correctly, You will be into it a little over 6 grand at today's exchange rates
Originally Posted by emilio700
Two different items I think. Quaife gearset vs Quaife sequential trans. Gearsets are/were around $2.5k last I saw, plus install. QBE60G sequential (what we have) is rated for a bit less power than Eric is probably making so the smart choice would be the QBE69G rated for 750bhp, $9700 for the box plus a 3-4k to get in and dialed. Used NASCAR box can be found cheap, rebuilt cheap and nigh indestructible at his power level. Quite likely he will run most courses in 2nd gear so shift speed on par with a sequential, <100ms.
Buy the time you buy the box ($7500 is around what they go for used), the bellhousing ($1200) the Tilton throwout bearing ($280), the willwood clutch master cylinder ($60) braided line and fittings for the feed line and the bleed line for the T/O bearing ($80) the billet output yoke ($300) custom drive shaft ($450) clutch ($500) Shifter handle ($150) and all the metal and welding supplies you need to build your mount ($200) and buy other odds and ends you'll need to get it in the car.....you'll be into it over $11,000 and that's if you do all the fab work needed to get it in the car yourself.
Originally Posted by Blackbird
What's the weight of this box?
It was exactly 11 lbs heavier with the bellhousing attached than a stock 5 speed. But that weight is low and in the center of the car. With the strength of the gearbox and the added ability to "No lift no Clutch shift" it was well worth the weight. We did take close to 14 lbs of unprung weight off the car....so it will be near the same weight when it's all said and done
Originally Posted by BMWidmer
The Gforce is usually cast magnesium or cast aluminum. They advertise weight savings over t56 but i doubt its lighter then a BP trans. I think this is a better choice over a sequential because of the ease of swapping gearsets for auto-x.
This is a Mag case and yes, you can have the gearbox apart and the gear stack completely dissembled in about 10 min. We could easily execute a 2nd or 3rd gear change in between Pro Solo sessions
Got the dash back in and all the gauges re-installed. Got the wires for the Line Lock / Burnout rev limiter installed.
With that update, I will call the trans swap now 100% complete. It was a bit more work than I had anticipated in some areas....and a bit easier in others. All in all, I am quite pleased with how it turned out from visually. I was hoping it would look totally stock in the car....and I think we came out close. In these two pictures the shifter is in 1st gear. It sits about 2 to 3" farther forward than the stock shifter. But man...the throws are SUPER short, super precise and with the way the shifter is designed, I can't imagine EVER missing 3rd gear.
I cannot WAIT to get this thing on course in a few weeks.
01-29-2019, 04:49 PM
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