kolessc400

Ok yes I have the 92 sc300 trans and shifter. Just talked to the guy who was going to extend it he is returning it without extending it... and returning the money back to me... he was extreamely cool about it

Jeff Lange

iTrader: (1)

Older thread I came across in a search, so I thought I'd post a bit of info for future readers looking as these transmissions get a bit harder to find.

MK3 Supra W58 can potentially work without too much trouble, but it just depends which one you get. There are 4 distinctly different MK3 Supra W58's, depending on production date. Later versions can accept the SC300 mount and even the tripod shifter.

If the W58 is from 1992 MK3 Supra the mount will fit, if it's from an early 92 it will have the mounting points for the tripod shifter but they won't be drilled and tapped, if it's from a late 92 MK3 the extension housing will be ready to accept the tripod shifter.

The IS300 W55 is a decent transmission, and shares all of its components with the later SC300 and MKIV Supra W58's with the exception of the bellhousing, input shaft length, reduction ratio, and shifter assembly. The case, plates, and all gears and synchros are the same as the later W58's. It is slightly weaker as was stated, because the change in reduction ratio causes higher forces at the gear teeth. The advantage there is that things are spinning slower - the shafts in the transmission and the drive shaft, assuming you've regeared your differential appropriately. The longer input shaft also needs to be accounted for if using a bellhousing adapter to ensure that the pilot bearing is correctly supported. On a 2JZ the IS bellhousing should be used, with a UZ/adapter, things need to be measured obviously.

As I had said earlier, the tail housing is the same for earlier cars without the remote shifter and can accommodate it, but of course you will need the appropriate parts to do so.

There are, to my knowledge, 9 shifter housing positions for the W transmission, 7 that were used in various cars. The MK3 Supra uses a slightly shorter shifter housing than the SC did, which was shown earlier in the thread.

I think this was just a typo and Ben meant A340 and W58, but to clarify, the A340E and R154 do share the same output shaft splines. The W58 is different.

Synchros were added to reverse in all W transmissions in late 91. Triple-cone synchros for 2nd and double-cone synchros for 3rd were made available for the W transmissions as well, which were used in some applications, including the SC300, late MK3 Supra, and MKIV Supra W58 as well as the IS300 W55 and many other W transmissions.

There are basically 4 main variants of the 2nd generation (W55-W59) W transmission (though of course there are smaller changes as well):

Aluminum plate small bearing, single synchro forward gears, no synchro reverse, 4-bolt mount (from August, 1980 to April, 1989)
Steel plate small bearing, single synchro forward gears, no synchro reverse, 4-bolt mount (from April, 1989 to November, 1991)
Steel plate large bearing, single synchro forward gears, single synchro reverse, 6-bolt mount (from November, 1991 to November, 2005)
Steel plate large bearing, single/double/triple synchro forward gears, single synchro reverse, 6-bolt mount (from November, 1992 to January, 2018)

Excluding the JCE10 W55 all have the same size input shaft, and all 2WD versions share the same output shaft and shifter interchangeability.

For newer vehicle applications is often makes most sense to find a large bearing version as it makes certain components easier to work with (mounts, extension housing swapping, etc.). The strongest versions will be the large bearing versions of the W57 and W58 due to their steel sandwich plate, larger bearings, and 1.353:1 reduction ratio. The W55, W56, and W59 have a 1.469:1 reduction ratio.

The W55, W57, and W58 share the same gears for 1st, 2nd, and 3rd. The W55, W56, and W58 share the same gears for 5th. The W57 and W59 have unique 5th gear sets. 5th gear is the only set that can be easily swapped between versions as all other forward gears are integral to the countershaft.

I'm currently building a custom large bearing steel plate single synchro W55 with longer input shaft and taller 5th gear for my AE86 and so looked into the W transmission a little bit. There's a lot of information out there that is incomplete at best.

Jeff

KahnBB6

iTrader: (5)

Jeff, you are a wizard! Thank you very much for this extremely detailed and rare info! This will help a lot of people trying to navigate the myriad of W-series 5-speed manual transmissions! I was not aware of what was possible to interchange between the various versions that have been released over the years.

I'm glad to hear you've got some new things in the works for your restored supercharged AE86! Any chance we'll see a bit more about it on your build thread soon?

Jeff Lange

iTrader: (1)

I've actually done a few things to the AE86 over the years, but haven't kept my build thread up to date. I should probably post some more stuff at some point. Once I get a bit of time I'll try to put something together.

One last thing that I also wanted to mention since people were discussing making mounts by cutting/welding, etc., I would completely avoid that if I were you. The later W (and R for that matter) transmissions added additional mounting points for the transmission mount, but the existing mounts remained, and obviously can still be used without issue. If using an older transmission in a newer vehicle, the front mount bolt holes will line up correctly, while the rear holes won't. The simple solution here is to simply drill the two holes needed to utilize the other mounting points, as the newer mounts just have solid metal at that point.

The following is a list of parts that would allow a 1980-1991 W transmission to bolt into an SC300 with the only modification being to the parts being to drill those two holes. Note that some (or most) of these parts may no longer be available from Toyota/Lexus or you may not need or want to completely replace them, but here's the list anyway, lol. Also worth noting is that some stuff I just didn't bother listing (like the firewall, carpet, gauge cluster, and the wiring harnesses, etc.).

31111-22140 - Bellhousing, Transmission
31121-35020 - Cover, Bellhousing (Qty: 2)
33521-24071 - Housing, Shift Lever (Alternatively 33521-30201 with 33570-22080)
33570-24020 - Retainer, Shift Lever (Alternatively 33570-22080 with 33521-30201)
33584-30010 - Gasket, Retainer
33530-24040 - Lever, Shift
93381-16012 - Screw, Shift Lever to Retainer (Qty: 4)
33555-24050 - Boot, Floor
58280-24010 - Boot, Floor
58288-24010 - Seal and Retainer, Floor
90159-60310 - Bolt, Floor Retainer (Qty: 4)
58260-24020 - Panel, Floor
58805-24060 - Panel with Boot, Center Console (without Heated Seats)
58805-24070 - Panel with Boot, Center Console (with Heated Seats)
12371-46040 - Mount, Transmission
90119-10524 - Bolt, Mount to Transmission (Qty: 4)
37100-24371 - Propeller Shaft
33481-22030 - Drive Gear, Speedometer
33403-29325 - Driven Gear, Speedometer
83181-24070 - Sensor, Speedometer
91611-G0820 - Bolt, Speed Sensor
13405-46040 - Flywheel
90250-08054 - Dowel, Flywheel (Qty: 3)
90910-02103 - Bolt, Flywheel to Crank (Qty: 8)
90363-12002 - Bearing, Pilot
31250-30391 - Disc, Clutch
31210-53020 - Plate, Clutch Pressure
90119-08079 - Bolt, Pressure Plate (Qty: 6)
31230-22101 - Bearing, Clutch Release
31204-22050 - Fork, Clutch Release
31126-22050 - Boot, Release Fork
31410-14310 - Master Cylinder, Clutch
90179-08237 - Nut, Master Cylinder (Qty: 2)
31470-14080 - Slave Cylinder, Clutch
91611-B0825 - Bolt, Slave Cylinder (Qty: 2)
31481-24060 - Tube, Clutch Master Cylinder to Flex Hose
31484-24010 - Bracket, Tube
96816-50335 - Hose, Clutch Flex
96991-10080 - Clip, Flex Hose (Qty: 2)
31482-24020 - Tube, Flex Hose to Clutch Slave Cylinder
31484-24020 - Bracket, Tube
90461-08702 - Clamp, Tube
91651-60616 - Bolt, Clamp
31321-14020 - Pad, Pedal (Qty: 2)
47101-24060 - Pedal, Brake
31301-24050 - Pedal, Clutch
55107-24040 - Bracket, Clutch Pedal
90119-08A22 - Bolt, Pedal Bracket
91665-60630 - Nut, Pedal Bracket
90386-13015 - Bushing, Pedal to Bracket (Qty: 2)
90386-08010 - Bushing, Pedal to Clevis
90386-10019 - Bushing, Spring to Bracket
90541-06036 - Cushion, Pedal (Qty: 2)
91121-51060 - Bolt, Pedal to Bracket
90387-10003 - Collar, Pedal to Bracket
94512-01000 - Washer, Pedal to Bracket
94110-51000 - Nut, Pedal to Bracket
90240-08006 - Pin, Clevis
90206-08001 - Washer, Clevis Pin
90468-16142 - Clip, Clevis Pin
90501-55007 - Spring, Clutch Pedal
31354-20030 - Seat, Pedal Spring Upper
31355-20030 - Seat, Pedal Spring Lower
90201-20015 - Washer, Pedal Spring Adjustment (0.6mm Thick)
90201-20016 - Washer, Pedal Spring Adjustment (1.2mm Thick)
90249-10127 - Pin, Pedal Spring Upper
96160-00800 - Clip, Pedal Spring (Qty: 2)
84210-30060 - Switch, Back-Up Light
90462-08008 - Bracket, Switch Wire
84520-24010 - Switch, Clutch Start
88280-33010 - Switch, Clutch Cruise Control (1992-1996)
88280-14030 - Switch, Clutch Cruise Control (1997)
89661-24301 - Computer, Engine (1992-1993 excl. California-Spec)
89661-24321 - Computer, Engine (1992-1993 California-Spec)
89661-24302 - Computer, Engine (1994 excl. California-Spec)
89661-24322 - Computer, Engine (1994 California-Spec)
89661-24360 - Computer, Engine (1995 excl. California-Spec)
89661-24380 - Computer, Engine (1995 California-Spec)
89661-24471 - Computer, Engine (1996)
89661-24521 - Computer, Engine (1997)
88240-24230 - Computer, Cruise Control (1992-1996)

I realize now I may have gotten a little carried away. In any case, the parts needed for the bellhousing, shifter, etc, are all there. The factory automatic crossmember will fit. Avoid W55 bellhousings from IS300's, unless you're also using the W55 from an IS300, using a W55 2JZ bellhousing with a non-IS300 W55 will result in your input shaft not hitting the pilot bearing (the shaft is 11mm shorter).

Jeff

KahnBB6

iTrader: (5)

Jeff, once again the thoroughness of information and the nearly full list of parts needed for this conversion you've put forth (be they still available new or not) is extremely helpful! No, I don't think everyone will use every single part in that list but I have never before seen a list so comprehensive as this one showing what is actually needed to do the job near perfectly.

Regarding the transmission mount issue I also encountered this same problem when I swapped in my Supra MKIII R154 transmission. I was at the time able to obtain a 1991-1993 Soarer R154 extension housing and matching shift arm which made for a perfect cut-less fit into my 1993 SC300 original 5-speed chassis.

However for the transmission mount I used a brand new 1986-1992 Supra MKIII R154 OEM transmission mount and for the crossmember I found one from a used 1982-1985 Celica W58 which *almost* fit the SC300. I had a shop bolt it up with a trans jack holding up the R154 so they could measure where to cut it on one side and then weld in plate steel of exactly the right length to extend it just a bit to meet the bolt holes for the crossmember on that side of the chassis underside.

^^ And that's the same issue that anyone with a 1980-1991 early style W58 will encounter when considering adapting it to an SC.

Today there is an off the shelf aftermarket crossmember for the SC300 that will allow the use of the older style transmission mounts. This is made by XCessive Manufacturing.

I agree however that in hindsight the other solution would be to measure and drill out one more set of holes on each side of the SC300 & Supra W58 OEM transmission mount to allow the use of the newer style mount and SC300 crossmember in a secure fashion with the older style transmission tail housing. Years ago it never occurred to me to try that.

...

When you get around to it I will be looking forward to seeing any updates you wish to post about your AE86. I know what a labor of love that project has been for you

Similarly I remain a huge fan of your stellar IS350 6MT. So far as I am aware I think you're still the only person to have done that full conversion.

kaianjudah

it has not been explored yet. We know the issues with the MK3 W58 and it is no bolt in affair, ie we used a welder 2 different times to get it all to work.
Speed Test

Jeff Lange

iTrader: (1)

Obviously there is more than one way to skin a cat, but you definitely don't need to weld anything to use an older 2WD W55-58 in a Z30 chassis, you just need the right parts.

If it seems like more of a hassle or you don't want to try to find the right parts, welding can certainly work, haha.

2JZ W58 bellhousing with a Z30/A80 W58 transmission mount will all bolt into a Z30 with no modifications beyond drilling holes in the mount if it's a small-bearing extension housing. Get the right shifter setup and front prop-shaft and you're good to go.

Jeff