Original 2002 transmission failed this weekend (sudden loud noise "rat-a-tat-tat" like exhaust manifold broke is what it sounds like when clutch pedal is released, everything's quiet/fine when clutch pressed, hard to get into gears). Failure occurred at 50K miles, in the middle of a slalom and it wasn't between shifts. Those who know me understand that I "granny shift" all the time and am pretty easy on the trans. We haven't pulled it apart yet so cause of death is unknown at this point. It lasted 15K miles at 8 PSI/290 RWHP and 4K miles at 15 PSI/420 RWHP, so I can't fault the poor thing at all.

So what are my FI homies doing to reinforce transmissions?
- Are people cryo treating gears?
- Do people go with carbon synchros from AP2 trannies or is there an aftermarket supplier of beefy parts?

Who is the Laskey or Inline Pro of the transmission world?

Or do people simply stockpile 2 - 3 AP2 transmissions and just "replace as needed?" If so which salvage yards are the best?

Called King Motorsports and they can rebuild, but they don't "beef up" the trans / have no cryo gears, etc.

Definitely welcome your thoughts. I'm freakishly not wierded out by this yet. Just want to find the best solution and fix it right the first time. Willing to spend some $ to either rebuild my existing unit or get something that's more beefy than stock.

Will be making my rear diff reinforcement / gear selection based on whether I go AP2 trans or rebuild my AP1. I prefer the AP1 trans ratios, but am more than willing to go AP2 if they have a better track record.

Thanks again,
Stanford

 

From what I have seen you have a few options. The cheapest by far is to just get another AP2 transmission and change as needed. The AP2's went to better syncros (carbon), and a bit different gearing in 4th and 5th. You can pick the AP2 transmissions up for $750-1250. You could have the gearsets cryo'd, but I have not heard of anybody really building a better box. There has been a lot of talk lately of bolting up other transmisisons, but the proof is in the pudding so to speak. I haven't seen pictures.

When you get to the point that that just doesn't work:

1. PPG
http://www.ppgearbox.com.au/products.htm#5
They have a new set of syncro gears. From what I have heard they are much stronger, but look to spend upwards of $5200US on the set.

2. The FranaGroup
http://www.thefranagroup.com/johncfr...nversions.html
This is a complete dog box setup for gears 1-4. It is much stronger, but it's a dog box, so street driveability is not so good. Runs about 6K in parts. Only covers 1-4.

3. DMMR
http://www.dmrr.net/transmission.htm
Lots of options here. They sell a bell housing and clutch that mate up to a Ford Sierra bolt pattern. This gives you a lot of options. Anything from a standard Ford Sierra gearbox to a strengthened Quaife full sequential. The bell housing is 295 Pounds, and the flywheel is 340 Pounds. The clutch used is a Quartermaster, so figure $500-$1500US depending on what you choose. Gearboxes range from $2000 to $15000US

4. Hollinger, Quaife, etc...

 

bump

 

If Inline Pro's scienced out how to stuff R200 diffs into S2000s, does anyone know if they or another shop has also made a conversion that fits a trans from one of the following cars to the S2000?

Nissan 350Z / G35 trans with 4.10 diff - decent (not ideal, but not bad) gear spacing for FI, should have OK torque rating.

Tremec TKO600 with 2.95:1 first / 0.82:1 5th using 4.77s in rear ~ close gearing to AP1 with 4.10s (not ideal for NA gear splits but would be OK with FI's wider powerband)

Others? Tremec T56 has too big of a drop into 4th, and 6th becomes useless. BMW E46 6 speed has too big of a 1-2 drop.

$11K dog box just seems extreme when compared to doing what Keisler & others have done for musclecar owners who want 5 or 6 speed upgrades over their factory non-OD 4 speeds...

1 - Do the measurements to find what fits best in terms of dimensions (diameter, location of shifter, input shaft length, overall length),gear ratios
2 - Machining adapter plates that locate the trans properly in relation to bellhousing & trans brace (possibly custom trans brace)
3 - Machining the input shaft to fit S2000 clutch disc location (or getting a custom clutch disc that works with the trans's input shaft & ACT PP)
4 - Custom driveshaft
5 - Tweaking of clutch slave cylinder

AP2 + 4.10 ratios, 1 - 6 (net of trans * reduction gear * rear-end ratio)
15.52
10.13
7.34
5.75
4.67
3.78

350Z / G35 with 4.10s, gears 1 - 6
15.54
9.51
6.64
5.21
4.10
3.24

Tremec TKO-600 with 4.77s, gears 1-5 (huge torque rating, wider gear splits)
13.69
9.02
6.11
4.77
3.91

Tremec T56 with 4.77s, gears 1 - 6, (massive drop in gears 4-6; 6th becomes useless)
14.17
9.87
6.82
4.77
3.82
2.96

Has anyone done the measurements on these transmissions or others?

 

interesting.,

 

I bought the PPG through INline and i should be recieving soon. it is the complete set of gears and is supposed to handle almost whatever, closes thing to a dog box. it was expesive though

 

what did the gears run you if you dont mind revealing it?

 

I've been looking at options for a stronger Tranny too. I'm on number 3 now and don't want tonput another stocker in after I blow this one.

I'd like a 5 or 6 spd, maybe go v8 trans?

 

i think inline wanted 6500 for it.....gdm

diesel........i thought about the v8 option but that would be very hard and take lots of time.

i am hoping this ppg holds up. if not im going to the dogbox

 

what about mk4 supra tranny?

Has anyone measured to see if there is enough room to fit a bigger trans?