estomax

iTrader: (2)

up in the lex, the wacky welded loopahoop **** i had to do was to move the shifter to the stock location for a 1jz/2jz. It might not be required for a 1UZ since it's block sits further forward. i started out with what you have in the above pictures and the shifter is about 3 inches too far back (it is in the cup holder basically behind the shift boot).

as far as ss clutch line, i just used the one from driftmotion, it is a good length and works.

UpInTheLex

iTrader: (5)

Info about the 6 speed Gearboxes from 350z. This seems like solid, reliable info.



Source: Busy Badger from NICO Club.com

"A lot of the gear grinds depends on the driver and the conditions and not the transmission itself. But there is also a difference in the transmissions from various model years. I've run up 100K on mine and I've got no grinding. My miles are 95% highway/interstate though so the lower gears don't see much use.

2003 6MT
Double cone synchronizers in 1st and 2nd
No triple cone synchronizers

2004 6MT
Double cone synchronizers in 1st, 3rd, 4th
Triple cone synchronizer in 2nd

2005 CD008
Double cone synchronizers in 1st, 3rd, 4th
Triple cone synchronizer in 2nd

2005 CD009
Double cone synchronizer in 4th
Triple cone synchronizer in 1st, 2nd, 3rd

I took these figures from the FSM's from the "Service Data & Specs" section of the MT chapter. The transmission of choice for Z drivers replacing their transmission is the CD009 and if you do a little internet shopping you can find them at most shops. Besides having more synchros for the more commonly used gears the CD009 has synchros that aren't as soft as those in other transmissions. "

UpInTheLex

iTrader: (5)

Good work Estomax. I hadn't heard anyone mention the HOKE shifter setup in these threads yet. This is the most comprehensive thread that I've seen about this topic on CL. Many of the other smaller threads about this topic point to this one, so I'm compiling the info here. My info only pertains to the 1UZ V8 engine in a SC400 and that's where my knowledge stops.

UpInTheLex

iTrader: (5)

Found another helpful thread to include here where clublexus member finds out the cd009 is to large to fit into the IS300. There are lots of relevant photos.

https://www.clublexus.com/forums/per...sion-swap.html

jkpgt96

iTrader: (1)

How does the cd009 compare in size to the v160? I know it is longer but how does the diameter compare at the bellhousing end?

jkpgt96

iTrader: (1)

How far apart are the holes for the transmission. Cross member on the sc? I am talking about the distance from the holes on one side of the tunnel to the holes on the other side.

UpInTheLex

iTrader: (5)

I worked on this spreadsheet to verify that 3.26 is the best final drive ratio for the CD009.

As it turns out, the ratios are nearly identical to a V160.

I uploaded a photo of the spreadsheet.

lexuslif3

Estomax could you post up the link to your build thread. Please and thank you.

PseudoK

thought I would quote something here, see what people think. from CJMR2T from mr2 forums

UpInTheLex

iTrader: (5)

He's making a case for the T56. I would honestly rather use a t56 but no one is offering a complete kit package like Collins does for the CD009.

The gearing of the T56 is more well suited to the stock auto/ NA 5 speed final drive gearing in the SC. It does have the bonus of a second overdrive gear. Downside, IMO, is 1st gear is still sort of tall and unless you're making big torque from idle, 1st gear may seem a bit sluggish.

This is why the 3.26 ratio final drive from a GS/SC is a must with the CD009 in the SC. The gearing is so close to a V160 you wouldn't be able to tell a difference. This way, you have 'factory' selected gearing and if you're making power similar to a TT supra, you know the gearing is going to be all good. I look at the CD009 as a V160 replica. It's not as strong, theres a few hoops to jump through, but in the end, you can hardly tell a difference and it will handle the power levels I plan to put through it just fine. All in all, the complete CD009 package will cost $1000 less than just the V160 gearbox. Plus IIRC, I've heard rumors of a rattling sound from the V160 at idle without a dual mass flywheel.

PseudoK

So its more a case of rear diff than it being a v8?


So where do I get a 3.26 and is it lsd?

UpInTheLex

iTrader: (5)

Junkyard from any SC/LS/GS with 5 speed auto. Pretty much any lexus v8 with a 5 speed auto with have the 3.26. No LSD. You'll need to swap the carrier with an LSD carrier of your choice. I have a Cusco RS 1.5 way LSD and really like it.

PseudoK

ok so I can find a SC430 diff pretty cheaply. whats the difference going to be in everything, can I expect better gas mileage and cruise speed?

also if I bought a diff like what you have, pretty easy to install? and does it have to be specific to the SC430 in this case?

I would die for gas mileage previously mentioned with the T56.

UpInTheLex

iTrader: (5)

It puts the gearing into a range suitable for daily driving. Otherwise you're going to be shifting more often and reving high rpm at cruising speed on the freeway.

Yes, you need to get a diff specific to the 'Small Diff' A0xx-series 200mm ring gear differential found in sc, ls, gs, auto turbo mkiv supra, and na supra.

If you got a diff for an automatic turbo mkiv supra, you'd be buying the right thing.

This is just an opinion but I don't think you'll see that gas mileage claims of the t56 without the LS engine attached to it.

PseudoK

my kit from collinsadapters specifies notching the bellhousing where the starter is, first time I heard of this, where would I be notching and would a grinder work just fine?

also I fail to see how an engine with bigger displacement and a simple OHV system would get BETTER gas mileage..