i need weight and length of S2K transmission, not including bell housing/clutch assembly.
also, you multiply the secondary gear reduction times the differential drive gear to get the actual final drive at the rear wheels with respect to the individual 1 thru 6 forward gears in the tranny, is this correct? or is suppose u multiply each gear by secondary reduction to get actual transmission ratio yielded to output shaft. is this correct?

ie; 1.160(2nd red'n) x 4.100(diff) = 4.756= actual final drive w/respect to tranny primary gears

or; 1.160 x 3.133 = 3.634 = actual 1st gear
1.160 x 2.045 = 2.372 = 2nd
" x 1.481= 1.718 = 3rd
" x 1.161 = 1.347 = 4th
" x 0.970 = 1.125 = 5th
" x 0.810 = 0.940 = 6th

is this accurate?

 

I dont know the dimensions of the tranny, but re: the gear ratios... uh, it doesnt matter the order you do multiplication in, it all comes out the same. That is... (gear ratio * 1.16) * (diff ratio) will give you the same answer as (gear ratio) * (1.16 * diff ratio).


cheers,
jason keeney

 

thanks....so above is correct , given same diff(4.100), i need to multiply oem primary gears by 1.16 to determine desired ratio's in another tranny that doesn't have a secondary reduction gear.

how common a design is it to have a secondary reduction gear, and why is it used at all?

jason, how much lowered is your car front and back...about 1.5in.?
what did u buy at the woodland hills mall?

 

wow.... I was 'spotted'. My car is sitting on the H&R springs, so it's only down about .7" or so... although it might be that my shocks let the car sit slightly lower than that because of the gas pressure differences. What wheels did I have on the car? Were they polished aluminum 10 spokes? If so, those wheels are big and really fill out the wheel wells.. the car looks even lower than it is. I believe I was going to Sears that day, looking for a better portable tire pump than the one I have.

yeah, so the whole secondary output gear is pretty wierd. I dont think I've ever heard of it in a front engined RWD transmission before... I have heard of it in a few transaxle type gearboxes that get used in mid engine situations. Ferrari 308s for example. The reason it gets used, I belieive, is for packaging reasons... trying to keep the gearbox case smaller. Especially when you need to include extremely short ratios in your box. By having a final, additional gear to multiply all the ratios in the box, you can make each individual gear pair smaller... and also therefore lighter with a smaller moment of intertia. Of course the drawbacks are going to be more friction and a more complex design (more parts).

Thats my guess anyways.

I'm kicking myself for not weighing the transmission when I had mine out when I changed my clutch. It didnt seem very heavy if memory serves... less than say, a Ford Toploader.

cheers,
jason keeney