Tranny Adapters !!
#76
nothing like a lil comp.
looking to fb transmissions or fb performance for these convertors also
i was going to and still might have a 350 chevy turbo tranny conversion done. (good for an est. 900hp)
a t5 convertion should be easy......worth a call
they sponsored someone on the import racing curcuit and have a nice setup over on Long Island, NY
also the MX-5 tranny IS weak
both 5 and 6 speed ones ...6 worse then 5spd 5 speeds get torn up at about 275-300ft/lbs.
looking to fb transmissions or fb performance for these convertors also
i was going to and still might have a 350 chevy turbo tranny conversion done. (good for an est. 900hp)
a t5 convertion should be easy......worth a call
they sponsored someone on the import racing curcuit and have a nice setup over on Long Island, NY
also the MX-5 tranny IS weak
both 5 and 6 speed ones ...6 worse then 5spd 5 speeds get torn up at about 275-300ft/lbs.
Last edited by fi addict; 08-13-04 at 09:46 AM.
#77
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Originally Posted by fi addict
...Also the MX-5 tranny is weak; both the 5MT and 6MT. The 6MT is worse than the 5MT. 5MT's (break) at around 275-300 ft-lbf.
#79
Laying Down Rotary Law
back
good info
don't know how I misssed this thread
I want a more precise tranny
sure Ari Yallon is running low 9's with a S6 tranny
but I'm sure it has been race prepped $$$
REM polished/Cryo treated/shot peened etc
I've already looked into PG's
and the TH350
In australia they are using stock
S2 <- (3 speed) S4/S5 <--(4 speed) RX-7 auto trannys (Jatco)
heavily modifed with Trans Brake and FuLL manuel valve bodies
can handle 800 HP
Price comes out to that of a full blown out Gforce or Jerico
with the Power Glide and TH350 or even the Mazda Jatco auto
$4000+++
The Best and I mean the Best
tranny option I have found so far
is the New Tremec TKO 600
can Handle 600! pounds of torgue
They have a T5 bolt pattern
so the Kennedy Adapter should work
Features & Benefits:
Higher center distance (83 mm) from main shaft to counter shaft allows for larger gear sizes and higher torque carrying capacity
Close gear ratio (2.87 & 3.27) models available for high-performance racing applications
Robust transmission design with internal 3-rail shift system with cast iron shift forks
Tapered roller bearings on input, output and counter shafts improve performance (reduced noise factor).
All gears and shafts made from special grade steel (ASTM 4615) that permits increased torque carrying capacity
Single-piece countershaft that better handles increased torque carrying capacity
Equipped with a high-performance short-throw billet aluminum shifter that isolates road noise, while providing clean crisp shifts
Neutral safety switch and back-up light sensor
Flexible and versatile:
Eight shifter locations available
Dual electronic and mechanical speedometer pick-ups
Three unique cross member-mounting configurations
Three different input shafts available
Three available overdrive ratios
.64 or .68 ratios reduce engine rpm to a level that makes it fun to drive besides enhancing the fuel efficiency
.82 ratio is ideal for long straight-aways for high performance racing
Gear Ratio Chart
1st - 2.87
2nd- 1.89
3RD- 1.28
4rth- 1.00
5th- .64 OR .82
Looking at the Guru Transmission chart
The Tremec is close in ratio to that of the Guru box
I've seen the Tremc TKO 600 as cheap as $1,520
add $300 for the adapter
$95 for the driveshaft Yoke
$100 to $250 for either a re-hacked stock driveshaft or a custom one
(advance driveline in Orlando can do the job)
you can also make a custom braket for the shifter to
get it to sit in the stock shifter location
another cheaper route
at least for us 2nd gen folks
that wants a more precise shifting tranny
is the FD tranny
My friend who owns thepartstrader.com
put in a 3rd gen tranny in his TII
He changed the output shaft to a TII one
and changed the Tail section to a TII unit
He claimes the FD tranny is much more precise to shift
then the TII one
He does not miss gears anymore
We'll see soon
if everything goes to plan
I'll be buying the Tremec 600
by the end of May
good info
don't know how I misssed this thread
I want a more precise tranny
sure Ari Yallon is running low 9's with a S6 tranny
but I'm sure it has been race prepped $$$
REM polished/Cryo treated/shot peened etc
I've already looked into PG's
and the TH350
In australia they are using stock
S2 <- (3 speed) S4/S5 <--(4 speed) RX-7 auto trannys (Jatco)
heavily modifed with Trans Brake and FuLL manuel valve bodies
can handle 800 HP
Price comes out to that of a full blown out Gforce or Jerico
with the Power Glide and TH350 or even the Mazda Jatco auto
$4000+++
The Best and I mean the Best
tranny option I have found so far
is the New Tremec TKO 600
can Handle 600! pounds of torgue
They have a T5 bolt pattern
so the Kennedy Adapter should work
Features & Benefits:
Higher center distance (83 mm) from main shaft to counter shaft allows for larger gear sizes and higher torque carrying capacity
Close gear ratio (2.87 & 3.27) models available for high-performance racing applications
Robust transmission design with internal 3-rail shift system with cast iron shift forks
Tapered roller bearings on input, output and counter shafts improve performance (reduced noise factor).
All gears and shafts made from special grade steel (ASTM 4615) that permits increased torque carrying capacity
Single-piece countershaft that better handles increased torque carrying capacity
Equipped with a high-performance short-throw billet aluminum shifter that isolates road noise, while providing clean crisp shifts
Neutral safety switch and back-up light sensor
Flexible and versatile:
Eight shifter locations available
Dual electronic and mechanical speedometer pick-ups
Three unique cross member-mounting configurations
Three different input shafts available
Three available overdrive ratios
.64 or .68 ratios reduce engine rpm to a level that makes it fun to drive besides enhancing the fuel efficiency
.82 ratio is ideal for long straight-aways for high performance racing
Gear Ratio Chart
1st - 2.87
2nd- 1.89
3RD- 1.28
4rth- 1.00
5th- .64 OR .82
Looking at the Guru Transmission chart
The Tremec is close in ratio to that of the Guru box
I've seen the Tremc TKO 600 as cheap as $1,520
add $300 for the adapter
$95 for the driveshaft Yoke
$100 to $250 for either a re-hacked stock driveshaft or a custom one
(advance driveline in Orlando can do the job)
you can also make a custom braket for the shifter to
get it to sit in the stock shifter location
another cheaper route
at least for us 2nd gen folks
that wants a more precise shifting tranny
is the FD tranny
My friend who owns thepartstrader.com
put in a 3rd gen tranny in his TII
He changed the output shaft to a TII one
and changed the Tail section to a TII unit
He claimes the FD tranny is much more precise to shift
then the TII one
He does not miss gears anymore
We'll see soon
if everything goes to plan
I'll be buying the Tremec 600
by the end of May
Last edited by kabooski; 05-01-05 at 11:53 AM.
#80
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I've been looking for some info on an alternative gear box , can you direct me to the Kennedy Adapter ?? What about the one from Roger Mandeville anyone know ??
Last edited by Marcel Burkett; 05-01-05 at 07:01 PM.
#81
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JW makes a bellhousing to adapt a 13B to a Jericho or Chevy (PN:97007 & 97008) transmission. This would cover anything from a TH400/350/210 to a Powerglide. They also make a 13B bellhousing (PN:97004). These bellhousings are SFI approved.
$200
You'll have to download their PDF catalog (it's on page 17)
http://www.racewithjw.com/JW_catalog.pdf
$200
You'll have to download their PDF catalog (it's on page 17)
http://www.racewithjw.com/JW_catalog.pdf
#82
boxed in and drawn out
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MAZDA ROTARY TO BORG WARNER T-5
KEP # 9000 Adapter kit fits most manual shift '74+ Mazda Rotary bellhousings to the Borg-Warner T-5 transmission (from the Ford Mustang GT '85+). The Mazda flywheel, clutch, starter and throwout bearing are retained. A Ford disc must be used. The T-5 transmission that is normally slanted 18º must now be mounted vertical.
Kit includes adapter plate, bolts, pilot bearing and instructions.
KEP # 9000 Adapter kit fits most manual shift '74+ Mazda Rotary bellhousings to the Borg-Warner T-5 transmission (from the Ford Mustang GT '85+). The Mazda flywheel, clutch, starter and throwout bearing are retained. A Ford disc must be used. The T-5 transmission that is normally slanted 18º must now be mounted vertical.
Kit includes adapter plate, bolts, pilot bearing and instructions.
#85
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I did not read this whole thread however it does seem that it has been dug out of storage as the first post date is a long time ago.
I have a brand new liberty TKO 600 with face tooth cut synchroless 2nd, 3rd, 4th gear. I also had a custom input shaft made to maintain the shifter location of the FD, stock pilot bearing size and had it cut with chevy clutch splines. Mutch larger and stronger than the stock mazda clutch splines (i am using a carbon carbon twin disc custom made.)
I am currently waiting on a local machine shop to make the transmission adapter to go from the 5-speed to a cosmo stock bell housing using cosmo front mounted starter!
I am using a tilton 3-post hydraulic TOB so there is no fork to deal with!
I have been working on this setup for over 8 months as that is how long it took Liberty to build my transmission that i just received a couple of weeks ago. As soon as i get my trans adapter in a couple weeks, i will mount it up in the car and post some pics!
I have a brand new liberty TKO 600 with face tooth cut synchroless 2nd, 3rd, 4th gear. I also had a custom input shaft made to maintain the shifter location of the FD, stock pilot bearing size and had it cut with chevy clutch splines. Mutch larger and stronger than the stock mazda clutch splines (i am using a carbon carbon twin disc custom made.)
I am currently waiting on a local machine shop to make the transmission adapter to go from the 5-speed to a cosmo stock bell housing using cosmo front mounted starter!
I am using a tilton 3-post hydraulic TOB so there is no fork to deal with!
I have been working on this setup for over 8 months as that is how long it took Liberty to build my transmission that i just received a couple of weeks ago. As soon as i get my trans adapter in a couple weeks, i will mount it up in the car and post some pics!
#86
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My 2cents...
The shifter is in the wrong location all together. You have to fabricate something for the shift linkage to move it back or get a custom input shaft made! I had to space the face of the transmision back over 12" from the motor plate to get it in the stock location.
You have to remove the power plant frame and fab up a trans mount as well as new differential mount! (as you already know)
You would have to modify the pilot shaft bearing or turn down the trans input shaft to fit the stock pilot bearing! ( Another good reason to use a custom input shaft)
You have to use a custom clutch setup to accept the diferent splines. chevy and ford clutches are a larger diameter and would not work on FD flywheel or pressure plate.(again another reason to have a custom input shaft made)
You have to watch using a syncronized transmission that was not designed to shift at 7000+ RPM as it will not go into gear very well! That is why the Liberty face tooth cut syncroless transmission is a good choice. The Mazda transmission is designed to be shifted at higher rpm's and can function properly with the syncronizers doing their job!
Of corse the drive shaft would have to be made (again already stated)
My transmission will be in the car in a couple of weeks. If i can regain access to posting pics, i will post them.
The shifter is in the wrong location all together. You have to fabricate something for the shift linkage to move it back or get a custom input shaft made! I had to space the face of the transmision back over 12" from the motor plate to get it in the stock location.
You have to remove the power plant frame and fab up a trans mount as well as new differential mount! (as you already know)
You would have to modify the pilot shaft bearing or turn down the trans input shaft to fit the stock pilot bearing! ( Another good reason to use a custom input shaft)
You have to use a custom clutch setup to accept the diferent splines. chevy and ford clutches are a larger diameter and would not work on FD flywheel or pressure plate.(again another reason to have a custom input shaft made)
You have to watch using a syncronized transmission that was not designed to shift at 7000+ RPM as it will not go into gear very well! That is why the Liberty face tooth cut syncroless transmission is a good choice. The Mazda transmission is designed to be shifted at higher rpm's and can function properly with the syncronizers doing their job!
Of corse the drive shaft would have to be made (again already stated)
My transmission will be in the car in a couple of weeks. If i can regain access to posting pics, i will post them.
#87
Senior Member
Originally Posted by Auto Illusions
My 2cents...
You have to watch using a syncronized transmission that was not designed to shift at 7000+ RPM as it will not go into gear very well! That is why the Liberty face tooth cut syncroless transmission is a good choice. The Mazda transmission is designed to be shifted at higher rpm's and can function properly with the syncronizers doing their job!
You have to watch using a syncronized transmission that was not designed to shift at 7000+ RPM as it will not go into gear very well! That is why the Liberty face tooth cut syncroless transmission is a good choice. The Mazda transmission is designed to be shifted at higher rpm's and can function properly with the syncronizers doing their job!
http://www.ghostrider.cz28.com/ (look for the camaro with the flames)
I myself shifted the car on many a flogging run at 7K more times than I can count, and he has had it to the rev limiter in 6th on more than one occation. (with I believe a 4.10 rearend)
Myself? I would put a T-56 behind any sub 8K rpm rotary without thought to rpm limits.
Also.. as long as you are not doing drag launches I wouldnt hesitate to put it in front of 95 percent of the 20Bs out there.
There are soo many parts that will fail before the tranny.... that combined with the traction limitations.. I think it would be fine in most cases.
Yes there are limits to all rules.. and yes there are nuckleheads that can break anything.. and are uncoordinated or ham-fisted enough to be unable to shift properly.. or quickly/smoothly.. and can break and or abuse anything.. we alll know someone who gets a cherry car.. and it is a POS a few months later.
As I said.. I'd not hesitate to put one behind a rotary.
#88
CLR Motorsports makes an adapter to use the Supra 6-speed. Might be for FD only. T-56 trannies really do not like nor are they designed for lots of high speed shifting. With a built rotary, it's not 7K rpm but upwards of 9 or even 10K rpm. Heck the stock car's redline is 8K! Anyone needing an aftermarket transmission has, I'm sure, removed the bottlenecks that cause power to fall off in the mid-7K range. I know my car kept pulling well past 8 on the dyno.
#89
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7000 was a misprint on my end. It is not abnormal to have a v-8 shifting at 7000. Rotary engine can run much higher rpm levels.
The syncro not working at higher rpm was not mentioned from past experience but is what i was told by liberty transmissions. I just believed them and can not backup the statement!
The syncro not working at higher rpm was not mentioned from past experience but is what i was told by liberty transmissions. I just believed them and can not backup the statement!
#90
Senior Member
Originally Posted by SPiN Racing
Myself? I would put a T-56 behind any sub 8K rpm rotary without thought to rpm limits.
This being most of the 20Bs out there with stock porting and the usual aftermarket add ons from there. They will not be going past 8k very often if at all. Or shouldnt be, as the performance should be dropping off at that point.
Yes you can force more performance with larger turbos etc.. but the efficiency of it all falls off a lot from there. Unless porting adjustments are made to compensate at the higher RPM.
Above 8K No T-56 will NOT like shifting. But up to 7K I have personally done a million times and it was fine smooth and fast.
/shrug
#91
Laying Down Rotary Law
Hope the owner doesn't mind
but here is a second gen with a T-5 (alsmost same as the tremec<-- except stronger)
extended the shifter and its looks stock
but here is a second gen with a T-5 (alsmost same as the tremec<-- except stronger)
extended the shifter and its looks stock
#92
Super Snuggles
Originally Posted by SPiN Racing
Above 8K No T-56 will NOT like shifting.
Originally Posted by kabooski
T-5 (alsmost same as the tremec<-- except stronger)
#93
Laying Down Rotary Law
where is the pointer pointed to Jim?
at the tremec
600 pounds of Torque
for the Tremec TKo 600
WHICH IS PLENTY for a 12A/13B rotary
and there are 3600 pound Mustangs running 9's with this tranny
at the tremec
600 pounds of Torque
for the Tremec TKo 600
WHICH IS PLENTY for a 12A/13B rotary
and there are 3600 pound Mustangs running 9's with this tranny
Last edited by kabooski; 05-04-05 at 06:11 AM.
#95
Rotary Enthusiast
iTrader: (1)
Originally Posted by kabooski
Here is a WC T5
hmm looks to be "pretty close" in dimensions to me.. Jim
hmm looks to be "pretty close" in dimensions to me.. Jim
#96
I "believe" Jim was pointing to the fact that the Tremec boxes are stronger than the standard T5 boxes that come in the Fox bodies. Tremec has always been considered an upgrade over a stock T5 and the T5 World Class box. Naturally one can't determine a transmission's strength by looking at it :-) But to counter, I think Kabooski was saying the same thing!
#97
Super Snuggles
Originally Posted by kabooski
where is the pointer pointed to Jim?
at the tremec
at the tremec
#99
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Originally Posted by kabooski
where is the pointer pointed to Jim?
at the tremec
600 pounds of Torque
for the Tremec TKo 600
WHICH IS PLENTY for a 12A/13B rotary
and there are 3600 pound Mustangs running 9's with this tranny
at the tremec
600 pounds of Torque
for the Tremec TKo 600
WHICH IS PLENTY for a 12A/13B rotary
and there are 3600 pound Mustangs running 9's with this tranny
Theres FD's running 9's with the stock FD tranny. Doesnt mean they arent breaking them behind the scenes.
Also you guys need to consider launching rpm. Most of the V8's arent coming out of the hole at 8000rpms. That places a LOT of strain on the tranny and diff. I would be more worried about that. Our stock tranny will hold over 600rwhp.....as long as you arent launching it at high rpms.
Stephen