THE Transmission Thread 2.0, Now with Pictures

[Ironhydroxide]

If you haven't had some previous experience with transmissions before. Go to THE TRANSMISSION THREAD FOR DUMMIES (http://thefactoryfiveforum.com/showthread.php?14469-THE-transmission-thread-For-Dummies) first, and then return after reading up a bit.

I've been seeing a lot of Misinformation and hearsay about Subaru transmissions going around. I've decided to do this writeup to clear this up, and keep it in an easy to read/understand format for all, newbs and OG's. that said, i am human, i do not know everything there is to know about Subaru transmissions, so if theres something i've missed, please let me know. if something is wrong, also let me know.

and lastly, this is INFORMATION, not a debate on if/what gearsets are strong enough to hold the power. All i'm going to say on the subject of power and gearsets is, I ran an EJ18 1994 Transmission (thinnest gears available) on my 2000 RS with an EJ20G (about 320 BHP with the mods I had), and I autox'ed it as well as Drag raced it with NO issues.

What you need to know about Subaru Transmissions

Every Subaru Transmission has a Transmission code, this code tells what gears the transmission had stock, and what it came in stock. (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97664&viewfull=1#post97664)
There are 3 Different Styles of transmission

Phase 1 5 Speed (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97665&viewfull=1#post97665)
Phase 2 5 Speed (CANBUS info Here) (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97665&viewfull=1#post97665)
STI 6 Speed (also Legacy SpecB)

STI 6 Speed (and Legacy SpecB) will not work for the 818 currently. (dont ask here, there's other topics about this, like this one (http://thefactoryfiveforum.com/showthread.php?11695-who-will-be-the-first-to-try-putting-the-sti-6-speed-tran-in&highlight=Speed) )
There are 3 different Clutch/flywheel setups for 5 Speed Transmissions (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97667&viewfull=1#post97667)

Push Style clutch
Pull style WRX clutch
Pull style STI clutch

If you use a Phase 1 transmission, get a Phase 2 center diff housing. (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97668&viewfull=1#post97668)
Final Drive can be changed in Subaru transmissions (though options are limited) (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97669&viewfull=1#post97669)
A Limited Slip can be added to the Front (our rear) differential (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97687&viewfull=1#post97687)
Specific gearing in the gearsets can be changed, though is much more indepth than just changing final drive. (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97683&viewfull=1#post97683)

[Ironhydroxide]

subaru Transmission Codes

Transmission identification codes start with a "T" and an example would be:

TY754VN2AA

"T" = transmission code

"Y" = that it is a manual awd gearbox

"75" = the transmission classification...in the case of manual gearboxes this number indicates the gear shaft spacing in millimeters. 6-speed transmissions use an 85mm shaft spacing while the current generation of 5-speed transmissions use a 75mm shaft spacing.

"4" = some reference to the transmission case. "6" is used for 6-speeds, "4" is used for 8-bolt 5-speeds (phase 2), "2" for 4-bolt Impreza 5-speeds(Phase 1), "5" for Forester 8-bolt 5-speeds(phase 2), "3" for 4-bolt Forester 5-speeds(Phase 1), and "7" for some Legacy turbo 8-bolt 5-speeds(Phase 2).

"V" = transmission specification. "W" is 6-speed, "V" is 5-speed.

"N2AA" = indicates various details about the equipment such as center diff. type, front LSD, etc. and also about minor production changes. In this case:
US Impreza WRX MY02, 1st ratio:3.454, Second Ratio:1.947, Third Ratio:1.366, Fourth Ratio:0.972, Fifth Ratio:0.738, Sixth Ratio:N/A, Reverse Ratio:3.333, Center diff Ratio:1.1, Final Drive (front):3.9, Front differential Type:Open, Center Differential Type:Viscous (4kgf)


what kind of Clutch the transmission requires (push or pull) (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97667&viewfull=1#post97667)
what final drive the transmission had stock (http://thefactoryfiveforum.com/showthread.php?9909-THE-Transmission-Thread-2-0-Now-with-Pictures&p=97669&viewfull=1#post97669)
what specific gear ratios the transmission had stock
what vehicle(s) the transmission came in stock
what center differential the transmission had stock
what front differential the transmission had stock (yes, there are stock transmissions with limited slip front differentials)
and sometimes special notes on the transmissions, upgrades, changes, etc.


This spreadsheet (https://docs.google.com/spreadsheet/pub?key=0Arn4cKipveCSdGVNNG0ybUo2T2ZjeEJUTVY2UURnb 0E&output=html) has many (i'm trying to keep it updated/find more info) transmission codes and their translation into things we really care about.

Note: If you have a transmission code that is NOT on this sheet above, PLEASE PLEASE PLEASE PM me with the Code and any information you have about the transmission, so I can add it to the list.

[Ironhydroxide]

Differences in Phase 1 and Phase 2 Transmissions

Phase 1

4 Bolt holes (2 for studs 2 for Bolts, 1 for starter with 1 stud for starter mounting) through the bellhousing holding the engine to the transmission
4 Bolt plate on the Center differential, Harder to remove center differential
narrower casting down the center split of the transmission case
ALL Cable actuated clutches are phase 1, though not all phase 1 is Cable clutched


Phase 2

8 bolt holes (2 for studs, 6 for bolts, starter now has 2 bolts for mounting) through the bellhousing Holding the engine to the Transmission
NO plate on the center differential, MUCH easier to remove the center differential.
Wider casting down the center split of the transmission case
ONLY hydraulic actuated Clutches
All CANBUS systems are phase 2, CANBUS is denoted by the lack of Speedometer Output Shaft on the right side of the transmission case, a plug is installed, these transmissions are the same Phase2 Castings and can have the Speedometer output Shaft and gear assembly installed.



Phase 2 on the left, Phase 1 on the Right
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062515_zpsb0834a56.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062515_zpsb0834a56.jpg.html)


PHASE 1
4 Bolt holes (2 for studs 2 for Bolts, 1 for starter with 1 stud for starter mounting) through the bellhousing holding the engine to the transmission
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062612_zps5f4cb136.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062612_zps5f4cb136.jpg.html)

4 Bolt plate on the Center differential, Harder to remove center differential
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062654_zps7e0f29ae.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062654_zps7e0f29ae.jpg.html)

narrower casting down the center split of the transmission case
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062541_zpsccbc38f9.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062541_zpsccbc38f9.jpg.html)



Phase 2
8 bolt holes (2 for studs, 6 for bolts, starter now has 2 bolts for mounting) through the bellhousing Holding the engine to the Transmission, Note, I've installed a stud because I had this transmission mounted to a Phase 1 Engine.
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062556_zpsc9eea89e.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062556_zpsc9eea89e.jpg.html)

NO plate on the center differential, MUCH easier to remove the center differential.
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062641_zps4f5cd569.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062641_zps4f5cd569.jpg.html)

Wider casting down the center split of the transmission case
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062550_zps1afe6a3b.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062550_zps1afe6a3b.jpg.html)

[Ironhydroxide]

Differences in Subaru Clutches
http://i179.photobucket.com/albums/w303/06Saabaru/compare2.jpg
Right side is an STI Transmission, but it shows the Pull style, where the fingers actually PULL the throwout bearing
Left side is a WRX 06+ Transmission, with Throwout bearing installed.


Subaru Hads 3 Styles of Clutch,

Push Style

Stamped Steel Clutch fork
Pivots on a Ball Threaded into the clutch area of The bellhousing
Slave Cylinder Mounting on TOP of the bellhousing
flat flywheel (for NON TURBO)
Small Stepped Flywheel (for TURBO)


Pull Style WRX

CAST Clutch fork
Fork Pivots on a Steel Pin (like 1"diameter) accessed from the outside Left of the bellhousing, under a plug
Slave Cylinder mounts to the SIDE of the transmission BEHIND the starter
6 bolt Pressure plate
Flat flywheel


Pull Style STI

CAST Clutch fork
Fork Pivots on a Steel Pin (like 1"diameter) accessed from the outside Left of the bellhousing, under a plug
Slave Cylinder mounts to the SIDE of the transmission BEHIND the starter
9 bolt Pressure plate
Large stepped Flywheel



the Clutch/Flywheel are a SET, and cannot be interchanged Pull to Push style
The Clutch/Flywheel MUST be matched with the Transmission due to Inherent Casting requirements.
The STI Transmission (6 speed) CAN be run on the WRX Pull Style Clutch
The WRX Pull style transmission can be run on the STI Pull Style Clutch WITH MODIFICATIONS TO THE TRANSMISSION HOUSING, you need to clearance the housing to run the STI Clutch.

[Ironhydroxide]

On to the Reason why It matters between Phase 1 and Phase 2. The Center Differential Housing.

Differences in Center Differential Housings Phase 1/Phase 2

Phase 1

4 Bolt plate on top of Differential
Two Bolt Oil Catch/director
Ball Bearing Rear Output Shaft
"L" Style Gear Shift Selector
Gets Its Oil Off of the Center Differential


Phase 2

NO Plate on top of Differential
Single Bolt Oil Catch/Director
Taper Roller Bearing Rear output Shaft
"T" Style Gear Shift Selector
Gets Its Oil off The 5th Gear



Now those are the Listing of differences, But i'll explain in more detail WHY it matters that we want a Phase 2 Center Differential Housing.
the input shaft of the transmission is NOT oil bathed, rather the gears are oiled by the lower (driven) Shaft of the transmission Flinging oil everywhere. Now this works for most things, including the front input shaft bearing. but it cannot reliably get into the SMALL crevices and bearings of the Input shaft. So the Engineers engineered catch plates to direct oil into the center of the rear part of the input shaft, where it has ports oiling the fifth gear needle bearing and synchro, rear input shaft bearing, fourth gear needle bearing and synchro, and third gear needle bearing and synchro. where these catch plates receive their oil differs between Phase 1 and Phase 2.

The Phase 1 transmissions were designed to get the oil off the center differential flinging oil around (see Photos). this worked fine for Subaru, but when they upgraded the Center differential and Shift selector shaft to the new style that can be removed without releasing the Reverse Interlock, they needed a different place to catch the Fluid, So they used the area around the 5th gear where there was plenty of usable space available.

The fact that the new style does NOT need a center differential flinging oil around, means good things for us. it means we can remove said Center differential, replacing it with a MUCH smaller coupler, reducing rotational mass in the transmission. without having to have an active oiling system installed.

On to the pictures, as they say, the proof is in the pudding. (though you don't want to be eating pudding that smells of Gear lube. LOL)


PHASE 1, WE CAN"T USE THIS STYLE
4 Bolt plate on top of Differential
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062654_zps7e0f29ae.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062654_zps7e0f29ae.jpg.html)

Two Bolt Oil Catch/director, also Ball Bearing Rear Output Shaft (you can see the ball bearings behind the Oil Director)
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_193250_zpsb8bb1691.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_193250_zpsb8bb1691.jpg.html)

Top side of Oil Catch, under the 4 bolt plate (the punch is pointing at the center differential)
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_193237_zpsca9f522b.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_193237_zpsca9f522b.jpg.html)

PHASE 2, WE WANT THIS STYLE

NO Plate on top of Differential
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062641_zps4f5cd569.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062641_zps4f5cd569.jpg.html)

Single Bolt Oil Catch/Director
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_063055_zps3f965f56.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_063055_zps3f965f56.jpg.html)

another angle of the Catch. showing castings designed to drip fluid onto the catch.
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062858_zps2bbfd72f.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062858_zps2bbfd72f.jpg.html)

Taper Roller Bearing Rear output Shaft (this really doesn't mean anything to us in performance, but just explanation) you can also see where there is no passthrough on the upper side for the fluid catch/director to go
http://i757.photobucket.com/albums/xx213/ironhydroxide2/RiggedPerformance/IMG_20130427_062850_zps8a4c53b6.jpg (http://s757.photobucket.com/user/ironhydroxide2/media/RiggedPerformance/IMG_20130427_062850_zps8a4c53b6.jpg.html)

[Ironhydroxide]

On to Final Drive, and the fun that can come with some slight, fairly simple, changes.

if you don't understand final drive, Feel free to read this next paragraph in blue, if you do. this will be mundane and boooooring

Final Drive, The Last Gear reduction that happens before the power is transferred to the wheels. Taller in ratio means Lower in Number (3.9 is taller than 4.444). Final Drive in the simplest of terms can be explained by this. say you have a transmission with a 1:1 Gear inside, meaning every 360deg rotation of the crankshaft is a single 360deg rotation of the driveline (in our case it will be the center differential eliminator coupler). take this transmission and bolt it to a 3.7 final drive differential. now every 360 Degree rotation requires 3.70 TIMES that rotation in the engine, in this case 1332Degrees. a 4.444, in turn, would take near as makes no difference 1600 degrees of engine rotation.

now this is all good and dandy, we can calculate degrees of rotation and blah blah blah blah. BUT in the real world, a 3.70 means the engine can be turning slower at crusing speed than a 4.444. But everything else the same, a 3.7 will FEEL slower than a 4.444 because your engine will be reving slower for the same speed. and takes more time to accelerate the same amount. if you are looking for a Daily Driver, high fuel mileage item. a 3.70 gear ratio might be your best choice. if you want a "balls to the walls" auto-x machine, where getting through gears FAST makes all the difference, then a 4.444 might be your cup-o-tea.


Subaru Stock Front Differential Final Drives notice, i've left out the 3.545, because it was a REAR differential final drive in the SVX and 02-05 USDM WRX Manual, due to a 1:1.1 Center differential

4.444
4.111
3.900
3.700


Changing Your Final Drive
To change a Front Final Drive you Need to have a FAIR DEGREE of mechanical knowledge... It does NOT require any Pressing, but does require cleanliness and a LOT of attention to detal. along with a couple Special tools.

I will explain in BRIEF how to change the final drive, but this is by no means a how-to, and if you attempt to do it off these instructions alone.... well you got bigger balls than Chuck Norris. and i'm not responsible for your expensive learning experiences.

to change a final drive you need to:
First, Remove the center differential housing along with shift selector shaft
Split the case,
Remove the gearset,
Hold the Driven Gearset Shaft with a Special tool, in A CLEAN AREA
Hold the Pinion shaft spline to the Transmission output shaft spline, with a Special Tool. and remove the nut on the end of the shaft
Slide the shaft out of the gearset, mind the bearings and spacers, and order thereof.
slide in new shaft with bearings in correct order.
torque the nut to factory specs, peen in the nut retainers
remove the ring gear from the differential
Install your ring gear with Blue Locktite torquing to spec.
install a matching speedometer gear for your changed Final Drive.
installation is reverse of removal, with One key element. pinion depth.
use the depth tool and the stamping on the pinion to determine shim thickness
set Front differential Bearing preload, and backlash, with the bearing caps on each side of the transmission.

now if your eyes are about as big as your screen right now from the above list, you might want to think about paying someone else to do this, but if you understood about half of what i said, following the FSM (factory Service Manual) you'll be able to fairly reliably change your Final Drive, and if you've noticed, add a Limited Slip :cool:

Selecting your final Drive
This CAN BE a highly debated Subject, Though i will try and give you the information to make your decision. also, where to look for what transmission to start your build.

in order to find what Final Drive, one must ALSO be looking at gearset ratios... they work hand in hand, and one cannot say "i need this final drive" before knowing what the range of their desired gearset is as well.

again, in the end it depends on what you want, and what you are willing to do to get it.

on to the fun. and personal research.
This spreadsheet (https://docs.google.com/spreadsheet/pub?key=0Arn4cKipveCSdDlXSFNPRTlhUTF5RUk1MVhHWmlFY Xc&output=html) is like the one in the previous posts. but it is organized by Final Drive. Feel free to take that info, and plug the numbers you find into This Website (http://www.cargister.com/calculator-gear-ratio) and have some fun. change it up. make it yours.

but lets say you want to know just what gearsets you can get stock, without having to make your own. well here's a list





STOCK SETS, note, names in GREEN are sets i'd suggest running ie. Stronger sets. Sets in RED are what i'd consider Weaker sets.



3.083 / 2.062 / 1.545 / 1.151 / 0.825 STI RA 5SPD
3.166 / 1.882 / 1.296 / 0.972 / 0.738 2008-2009 Stock WRX, 05+ Legacy GT, JDM STI 5SPD(non RA)
3.454 / 1.947 / 1.366 / 0.972 / 0.738 2002-2003, 2004-2007 Stock WRX,
3.454 / 2.062 / 1.448 / 1.088 / 0.780 Stock 98-01 RS
3.454 / 2.062 / 1.448 / 1.088 / 0.825 JDM WRX's Phase1
3.454 / 2.062 / 1.448 / 1.088 / 0.871 Some 96-2007 Legacy/Outback, NON TURBO
3.454 / 2.111 / 1.448 / 1.088 / 0.871 Some 96-2007 Legacy/Outback, NON TURBO
3.454 / 2.333 / 1.750 / 1.354 / 0.871 Some 96-2007 Legacy/Outback, NON TURBO
3.454 / 2.333 / 1.750 / 1.354 / 0.972 JDM WRX's Phase1
3.545 / 1.947 / 1.366 / 0.972 / 0.780 93-05 Impreza, NON TURBO
3.545 / 2.062 / 1.448 / 1.088 / 0.780 NON TURBO Legacy GT's, Brighton Impreza's, 02+ Impreza RS
3.545 / 2.111 / 1.448 / 1.088 / 0.780 93-05 EJ22 Impreza, Some Phase 1 EJ25 legacies,
3.545 / 2.111 / 1.448 / 1.088 / 0.825 97-98 WRX Wagons, 95-97 EJ18 Impreza's
3.545 / 2.111 / 1.448 / 1.088 / 0.871 Some 96-2007 Legacy/Outback, NON TURBO
3.636 / 1.950 / 1.344 / 0.972 / 0.780 US Impreza (FWD) MY93-94 (TY752VX3AA)



NON STOCK SETS



3.167 / 2.267 / 1.667 / 1.250 / 0.964 Kaaz
3.180 / 1.940 / 1.350 / 0.966 / 0.740 Chalak (now PAR)
3.270 / 2.286 / 1.667 / 1.238 / 0.958 MFactory
3.180 / 1.910 / 1.350 / 0.967 / 0.825 or 0.738 PAR Street Perf.-Drag
2.916 / 1.910 / 1.500 / 1.160 / 0.920 or 0.880 PAR Rally-Track
3.000 / 2.000 / 1.480 / 1.170 / 0.963 Sport Gimmie Gears
3.450 / 1.940 / 1.360 / 0.960 / 0.760 Street Gimmie Gears
3.000 / 2.000 / 1.480 / 1.170 / 0.760 Sport/Street Gimmie Gears
3.454 / 1.947 / 1.366 / 0.963 / 0.738 APS
2.917 / 2.090 / 1.556 / 1.176 / 0.900 Group N Quaife
2.917 / 2.090 / 1.556 / 1.250 / 0.962 Clubman Quaife
3.454 / 2.333 / 1.750 / 1.354 / 0.972 Synchro Quaife
3.080 / 2.150 / 1.350 / 1.050 / 0.738 Andrewtech Automotive (PPG custom)
3.180 / 1.870 / 1.320 / 0.950 / 0.738 PPG SC dog
3.080 / 2.150 / 1.500 / 1.050 / 0.738 PPG HC dog
3.080 / 1.870 / 1.320 / 0.950 / 0.738 PPG SC synchro
3.180 / 1.870 / 1.320 / 0.950 / 0.738 PPG HC synchro
2.916 / 2.090 / 1.555 / 1.176 / 0.900 PPG Groupe N Rally

[Ironhydroxide]

Making a custom Gearset

some light reading:
http://www.rs25.com/forums/f8/t100042-learning-choose-your-gear-sets-ratios.html


Say you aren't happy with the Stock available Gearsets, you want to make one that is YOURS. well you can. but here are some rules you must follow while doing this.

1st Gear, 2nd Gear, and reverse are a set. they also determine what phase of transmission case you need. (phase 1 reverse does NOT mix with phase 2 Reverse)
3rd and 4th are a set.
5th is its own thing.
Each set needs to have the same "model" Synchros and engagement assemblies ie. shift forks., these DO NOT ALL MIX


That said, you can take any 1st/2nd, throw on any other 3rd/4th, and use any 5th, with any final drive. and there you go, a custom transmission.

What ratios came stock do you ask? well here you go.

1st/2nd

3.083 / 2.062 (STI/RA)
3.166 / 1.882 (2008-09 WRX, 05+ Legacy GT)
3.454 / 1.947 (2002-07 WRX)
3.454 / 2.062 (Phase 1 WRX, 98-01 2.5RS)
3.454 / 2.111 (NON TURBO, Outbacks, legacies)
3.454 / 2.333 (Phase 1 WRX, Some Outbacks)
3.545 / 1.947 (93-05 AWD Impreza, EJ22)
3.545 / 2.062 (NA Legacy GT, JDM Phase1 WRX, 98-01 RS)
3.545 / 2.111 (EJ18 Imprezas, Early Legacies, Outbacks)
3.636 / 1.950 (FRONT WHEEL DRIVE IMPREZA, DIFFERENT CLUTCH SPLINE COUNT)


3rd/4th

1.296 / 0.972 (2008-2009 Stock WRX, 05+ Legacy GT, JDM STI 5SPD(non RA))
1.344 / 0.972 (US Impreza (FWD) MY93-94 (TY752VX3AA))
1.366 / 0.972 (93-05 Impreza, NON TURBO) (2004-2007 Stock WRX,)
1.448 / 1.088 (Stock 98-01 RS, etc, ALL NON TURBO)
1.545 / 1.151 (STI RA 5SPD)
1.750 / 1.354 (Some 96-2007 Legacy/Outback, NON TURBO)


5th (all 5th gears are pretty much the same width, so I find it irrelevant to differentiate by what model for strength purposes... and 5th is usually a cruise/low power required gear)

0.738
0.780
0.825
0.871
0.972





Say you believe any stock gearset, even STI RA, won't be right for you. Well, here's a list of companies who make, OR have made gearsets before (List isn't completely current, pulled from HERE (http://forums.nasioc.com/forums/showthread.php?t=665334))
Who makes gear sets?
Andrewtech Automotive (PPG custom) (http://www.andrewtechautomotive.com/)
APS (http://www.mzmperformance.com/aps-high-torque-gearbox-internal-gearset.html) (link goes to a retailer as this product is not on the APS website (http://www.airpowersystems.com/))
Albins Off Road Gears (http://www.albinsgear.com.au/) (makers of Possum Bourne gears)
BPM (No longer sells gears)
Chalak gears were named after their designer, Haysam "Sam" Chalak and are now sold under the company he works for, PAR.
FIS
Gimmie Gears (Gears have been discontinued until further notice)
Hewland (makers of Prodrive AKA WRC gears)
Holinger Engineering (http://www.holinger.com.au/)
Kaaz (http://www.kaazusa.com/products_gearset.html)
KAPS
MFactory (http://www.teammfactory.com/home)
MRT Performance (http://www.mrtperformance.com.au/)
Modena Engineering (http://www.modenaengineering.com.au/)
PAR (http://www.par-engineering.com/Products/Catalog/CatID/128/Subaru.aspx) (Precision Automation Robotics)(makers of TRP gears)
PPG (http://www.ppgearbox.com.au/) (Pfitzner Performance Gearbox)(makers of TurboXS gears)
Possum Bourne Motorsport (http://www.possumbourne.co.nz/index.html)
Prodrive (http://www.prodrive.com/b_products.html) (apparently they've stopped selling to "road users")
Quaife (http://www.quaifeamerica.com/parts/subaru)
S&J Automotive (http://www.sjautomotive.com.au/)
STi (http://www.rallispec.com/gearbox.html)(link goes to a retailer as STi (http://www.sti.jp/en/)does not have gears on their website)
TRP (Tony Rigoli Performance)
Zero Sports (http://www.zerosports.co.jp/index.html)

[Ironhydroxide]

As for Limited Slip Differentials, There are a Myriad of Manufacturers of Limited slip. and the only thing different about the 93-03 and the 04-14 Transmissions are the Seals for the Differential Output. Male Axles or Female axles require their own seal, but you can switch back and forth long as you change the seal in the transmission. THIS MEANS that you can get ANY 5 speed Subaru Front Differential (doesn't matter the year) and put it in, then all you have to do is match the Axles and Seals to the Differential, and you have a runner.

as there are so many options of Limited Slip, and there will ALWAYS be debate on which style of diff is the best. I won't be getting into that debate here. theres too many opinions. and it's all up to the specific person driving the vehicle.

Simply search for Subaru 5 Speed Front Differential on Google, and you'll get enough links to read to your death.


So, now you have a TON of information, what to do with it, is your choice. I will not debate, nor go into the strength of the Gears. I personally feel they will be PLENTY to support my Planned EJ22 W/25 Crank, 9.5:1CR and an M90 on top.


if you see something wrong, let me know, if you find something that needs to go here. let me know. I'm willing to change the info. and keep this updated

*wipes brow* Whew, that was a lot of typing.

[Evan78]

Here's a copy of the previous thread (http://webcache.googleusercontent.com/search?q=cache:rHrPA1Qjtm0J:thefactoryfiveforum.co m/showthread.php%3F9774-THE-transmission-Thread+&cd=1&hl=en&ct=clnk&gl=us), courtesy of Google's cache. At the top of the page, it says the cached copy is from April 22.

[sponaugle]

For those interested in rebuilding the 5-speed, here are some pictures from a rebuild I did back in 03. This is a WRX 5-speed that had a broken 3rd gear (I have a funny video of it breaking I need to post as well).

http://www.sponaugle.com/post/Transmission-Assembly-1.JPG

http://www.sponaugle.com/post/Transmission-Assembly-2.JPG

http://www.sponaugle.com/post/Transmission-Assembly-3.JPG

http://www.sponaugle.com/post/Transmission-Assembly-4.JPG

http://www.sponaugle.com/post/Transmission-Assembly-5.JPG

http://www.sponaugle.com/post/Transmission-Assembly-6.JPG

http://www.sponaugle.com/post/Transmission-Assembly-7.JPG

[sponaugle]

... continuation of previous post..


http://www.sponaugle.com/post/Transmission-Assembly-8.JPG

http://www.sponaugle.com/post/Transmission-Assembly-9.JPG

http://www.sponaugle.com/post/Transmission-Assembly-10.JPG

http://www.sponaugle.com/post/Transmission-Assembly-11.JPG

http://www.sponaugle.com/post/Transmission-Assembly-12.JPG

http://www.sponaugle.com/post/Transmission-Assembly-13.JPG

[sponaugle]

... continuation of previous post ...

Also, here is a shot of the 5-speed during dis-assembly. You can see the broken 3rd gear, as well as the 3rd gear teeth in the front differential. This failure occured at Portland Raceway during a track day, pushing a little over 400whp.


http://www.sponaugle.com/post/Transmission-Broken.JPG

I would not expect this kind of failure in the 818 use case, given the lack of AWD and the tractive components of that much power delivery. As well, this was a very early 2002 (March 01 build date), and there were some improvements in the gears post this.

Cheers,

Jeff Sponaugle

[Ironhydroxide]

... continuation of previous post ...

Also, here is a shot of the 5-speed during dis-assembly. You can see the broken 3rd gear, as well as the 3rd gear teeth in the front differential. This failure occured at Portland Raceway during a track day, pushing a little over 400whp.



I would not expect this kind of failure in the 818 use case, given the lack of AWD and the tractive components of that much power delivery. As well, this was a very early 2002 (March 01 build date), and there were some improvements in the gears post this.

Cheers,

Jeff Sponaugle


Please tell me that isn't your front diff with bearings on the asphalt

[sponaugle]

Please tell me that isn't your front diff with bearings on the asphalt

Well, there really isn't any other way to get those stress reducing scratches is there? :)

Remember this was back in 2003 when I was much stupider. Now I would at least put a cardboard box down.

Jeff

[IMPREZvWRX]

I'd also like to add that the 05+ Legacy GT 5-speeds do not have the speedo stuff installed, and they must be split open to add it.

[Ironhydroxide]

I'd also like to add that the 05+ Legacy GT 5-speeds do not have the speedo stuff installed, and they must be split open to add it.

I clarified a note on the CANBUS systems. if someone is going to build a transmission, adding the Speedo stuff isn't beyond them.

[Mitch Wright]

Ironhyoxide, thanks for the transmission information. You touch on adding a limited slip, what's available?

[Ironhydroxide]

Added a snippet about Limited Slips.

[Frank818]

STI 6 Speed (and Legacy SpecB) will not work for the 818 currently. (dont ask here, there's other topics about this)

I couldn't find that topic, can anyone guide me?
Cuz I need a 6-sp (different reasons why) and I want to understand what I have to change to make one fit. If I can...

tnx

[Xusia]

Main issue is that it's too long (it will protrude past the end of the car). AWD to 2WD conversion is another issue (both electronics & physical). There may be others as well. I doubt we'll know them all until someone tries.

[Frank818]

Well it looks like a project in itself.
After the discussions I had here this morning, I decided to ditch the idea of a 6-sp, STI donor and equal-size twin-turbo engine. loll Not bad, it simplifies my project! :)

tnx to you guys for helping. :)

[Frank818]

About gear ratios, applications and whatnot, I found this http://www.rs25.com/forums/f8/t100042-learning-choose-your-gear-sets-ratios.html

A LOT of options, but I really like the part where it says which ratios and kits to use depending on your power output and application type.

[riptide motorsport]

I'm sooooo confused!

[Ironhydroxide]

About gear ratios, applications and whatnot, I found this http://www.rs25.com/forums/f8/t100042-learning-choose-your-gear-sets-ratios.html

A LOT of options, but I really like the part where it says which ratios and kits to use depending on your power output and application type.

Added to Links, thanks for the link.

[Ironhydroxide]

I'm sooooo confused!

May i ask what's confusing you?

[Samiam1017]

Wasn't there a few build threads on here. How to convert to fwd and removing the center diff? And I think somebody did a LSD install. They should be linked here if anybody remembers who did them

[SkiRideDrive]

Was thinking about the possibility of a 6 speed again, especially in the wake of the 3rd gear failure at VIR. One thing I noticed was that even though locking the center diff will be much more expensive (people have posted couplers in the 600 to 1,000 dollar range), it seems that the 6 speed already comes with a limited slip front diff, which is a cost saver. Still not sure about physical size and fitment.

[Frank818]

fateo666 wants to check on that (physical fitment), apparently, if I recall his post, he thinks it will fit given minor modifications. But that's all I know, if anything interesting it is.

If it comes with a nice LSD, then yeah that's great. :)

[FFR-ADV]

Was thinking about the possibility of a 6 speed again, especially in the wake of the 3rd gear failure at VIR. One thing I noticed was that even though locking the center diff will be much more expensive (people have posted couplers in the 600 to 1,000 dollar range), it seems that the 6 speed already comes with a limited slip front diff, which is a cost saver. Still not sure about physical size and fitment.

Given the 3rd gear failure at VIR, I think that the STI transmission is worth revisiting. I plan to hold back on the Quaife LSD I had planned for my 04 WRX transmission until more of this option is known. Hopefully we can find out sooner than later what options we can create. Thanks to all who have contributed so much to this thread and the forum.

Cheers!

[Bob_n_Cincy]

With all the discussion on LSD tonight. I thought I'd try and get an answer to my transmission question.

My Transmission is a 5MT out of a 2006 NA impreza wagon. I'm using a 2004 FTX turbo engine.
I have been told that my transmission is weaker than the units out of turbo vehicles.
What part of the transmission is weaker?

I don't think the 818 will break transmissions. Here are my reason for that.
On a 3200 lbs AWD WRX you have 4 x 215mm tires so 3200 x 4 x 215 = 2752000 btu's
On a 1200 lbs RWD 818 you have 2 x 265mm tires so 1200 x 2 x 265 = 636000 btu's
So you only have 1/4 the propulsion grip in the 818.
So the torque max through the transmission is limited to 1/4 by tire grip in the 818.

EDIT: In higher gears where the tires wont break loose, the clutch must act to protect the transmission. So I won't be putting a crazy clutch in.

the btu's = Bobs Traction Units
Now back to the LSD

[07FIREBLADE]

Why is it 1200lbs instead of 1800? Just wondering.

[Bob_n_Cincy]

Why is it 1200lbs instead of 1800? Just wondering.
That is my estimated weight on the back wheels.
Bob

[Gary Livingston]

Can anyone tell me the weight of the WRX 5 speed transaxle? Thank you.

[Xusia]

http://thefactoryfiveforum.com/showthread.php?11755-33-Machine-818e-build&p=137798&viewfull=1#post137798

[Ironhydroxide]

With all the discussion on LSD tonight. I thought I'd try and get an answer to my transmission question.

My Transmission is a 5MT out of a 2006 NA impreza wagon. I'm using a 2004 FTX turbo engine.
I have been told that my transmission is weaker than the units out of turbo vehicles.
What part of the transmission is weaker?

I don't think the 818 will break transmissions. Here are my reason for that.
On a 3200 lbs AWD WRX you have 4 x 215mm tires so 3200 x 4 x 215 = 2752000 btu's
On a 1200 lbs RWD 818 you have 2 x 265mm tires so 1200 x 2 x 265 = 636000 btu's
So you only have 1/4 the propulsion grip in the 818.
So the torque max through the transmission is limited to 1/4 by tire grip in the 818.

EDIT: In higher gears where the tires wont break loose, the clutch must act to protect the transmission. So I won't be putting a crazy clutch in.

the btu's = Bobs Traction Units
Now back to the LSD


from my experience, all NA vehicles have the "narrower" gearsets that were found in the 02-03 WRX transmissions (and consequently all PRE 02 WRX and STI as well, except for the special editions, S201, 22B, RA, R, RA-R)

i personally ran a 4.111 Final Drive "RS" transmission behind an early EJ20G making 280 AWHP and didn't have any issue, and i FREQUENTLY beat on it.

that said, i'm currently in the testing phase of Cryo'd and Shot peened "strengthened" transmissions, I'll mainly be pitching them to the AWD Guys, but building some for 818's is NOT an issue either. SO, if someone wants to test one, PM me and we can work something out. (BTW, this is NOT a sale, if I do get to selling them i WILL be starting a vendor account)


so, in answer to the question: the DRIVE GEARS themselves are weaker, the transfer gears, and differentials, are all plenty strong to hold higher HP.

[longislandwrx]

So you don't subscribe to the "case flex theory" that the gears are fine and excessive case flex breaks all these gears?

[Bob_n_Cincy]

So you don't subscribe to the "case flex theory" that the gears are fine and excessive case flex breaks all these gears?

Thanks Ironhydroxide for the response

Hi longislandwrx..
Let me put on my mechanical engineering hat on.
When you have a engine spinning at 4000-5000 RPM there is a lot of stored inertial energy in the engine, flywheel, and clutch cover.
If the clutch had teeth to grab the flywheel and the car was strapped very tightly to the trailer. When the clutch was engaged, all stored energy would be released instantaneously. TORQUE SPIKE. Weakest link would break every time.

There are 2 protection to prevent this from happening. Tire slip and clutch slip.

My 3 reason transmissions fail.
1. AWD with sticky tires override the tire slip protection.
2. High torque aftermarket clutches override the clutch protection.
3. Aggressive driving fatigues the gear teeth. Three strikes your out.

I believe the gear teeth in the transmission are failing when the torque spike flexes them. With repeated flexing the teeth start to crack and eventually break off. Then all S*** hits the fan.

Bob

[Scargo]

Am I correct to say that an optimal transmission for the 818 needs to be a Phase 2 type transmission (No Plate on top of Differential) and NOT one from a normally aspirated vehicle having the "narrower gearsets" (found in the 02-03 WRX transmissions and all PRE 02 WRX and STI as well, except for the special editions, S201, 22B, RA, R, RA-R)?

I don't think the transmissions listed in the spreadsheet reflect that limited selection. Could those be notated as such or have they been eliminated from the list? In what years/models does the Phase 2 transmission appear?

The gear failures mentioned here, in this thread,... were in the "better" transmissions? What tranny was the FFR car running that lost third gear? In sponaugle (http://thefactoryfiveforum.com/member.php?10381-sponaugle)'s?

[bompus]

I'm looking for a rough estimate on the cost for a competent transmission shop to install a Quaife front LSD and replace bearings / seals in the transmission. I need some kind of baseline to compare against some local shops. If anybody has experience with having this done or knows how much it -should- cost, let me know. Thanks!

[TahoeTim]

Am I correct to say that an optimal transmission for the 818 needs to be a Phase 2 type transmission (No Plate on top of Differential) and NOT one from a normally aspirated vehicle having the "narrower gearsets" (found in the 02-03 WRX transmissions and all PRE 02 WRX and STI as well, except for the special editions, S201, 22B, RA, R, RA-R)?

I don't think the transmissions listed in the spreadsheet reflect that limited selection. Could those be notated as such or have they been eliminated from the list? In what years/models does the Phase 2 transmission appear?

The gear failures mentioned here, in this thread,... were in the "better" transmissions? What tranny was the FFR car running that lost third gear? In sponaugle (http://thefactoryfiveforum.com/member.php?10381-sponaugle)'s?

+1
It would be handy to highlight the preferred rows in green and/or the weak ones in yellow. I seem to be finding a lot of TY755VB1AA for sale but that particular transmission has very little info about it on the net. good? bad?

[Scargo]

I have a transaxle rebuilding question. I an putting close-ratio fifth and sixth gears in an '04 tranny. I have it apart to the point of the driven gear cluster and the main shaft with gears.
I need to know how I can safely hold the driven shaft gear cluster so I can remove the nut that holds it all together. It requires 400 foot pounds to loosen/tighten the nut. It's not a matter of having or obtaining sockets or wrenches to apply leverage on the nut, but how best to hang onto the gear cluster while I break the nut loose. I only have a 1/2" impact.

EDIT: Nevermind. I sprung for an El Cheapo 3/4" drive impact. I made a punch tool to undo some of the four indentions of the nut's locking ring. Having an assistant hang onto the main shaft with a chain wrench around the the middle of the fifth/sixth gear set, I was able to remove the nut fairly easily. There's still a lot of metal particles scraped off the nut that you need to be aware of as you clean it and proceed with the gear swap.

[Ironhydroxide]

Updated thread, cleaned up a few things, Still open to input on how to make it cleaner, and easier to read/understand.

[Sgt.Gator]

I'm looking for a rough estimate on the cost for a competent transmission shop to install a Quaife front LSD and replace bearings / seals in the transmission. I need some kind of baseline to compare against some local shops. If anybody has experience with having this done or knows how much it -should- cost, let me know. Thanks!

Check out Rallispec, gearbox and drivetrain service. Click the link to the PDF with all their drivetrain pricing.
http://www.rallispec.com/service_gearbox.html

[Sgt.Gator]

I found this on NASIOC. I like it because it includes the final drive ratio along with the years/cars they came in:
Factory Gear Ratios for Reference

All-Wheel-Drive 5-speed Transmissions
USDM
3.454 / 1.947 / 1.366 / 0.972 / 0.738 / 3.900FD - '02-'05 USDM WRX; 3.545FD rear diff
3.454 / 1.947 / 1.366 / 0.972 / 0.738 / 3.700FD - '06-'07 USDM WRX
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 3.900FD - '08-current USDM WRX
3.454 / 1.947 / 1.366 / 0.972 / 0.738 / 4.444FD - '04-'08 Forester 2.5XT
3.454 / 2.062 / 1.448 / 1.088 / 0.780 / 4.111FD - '04-current Forester non-turbo
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 4.111FD - '05-'06 USDM Legacy 2.5GT
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 3.900FD - '07-'09 USDM Legacy 2.5GT
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 4.444FD - '05-'09 USDM Outback 2.5XT
3.545 / 2.111 / 1.448 / 1.088 / 0.780 / 4.111FD - '98-'01 USDM Impreza 2.5RS
3.545 / 2.111 / 1.448 / 1.088 / 0.780 / 3.900FD - '96-'01 USDM Impreza L/OBS
3.545 / 2.111 / 1.448 / 1.088 / 0.780 / 4.111FD - '96-'99 USDM Legacy 2.5GT
3.545 / 2.111 / 1.448 / 1.088 / 0.871 / 4.111FD - '96-'99 USDM Legacy Outback
3.454 / 2.062 / 1.448 / 1.088 / 0.871 / 4.111FD - '00-'07 USDM Outback
3.454 / 2.062 / 1.448 / 1.088 / 0.825 / 4.111FD - '08-current USDM Outback
3.454 / 2.062 / 1.448 / 1.088 / 0.780 / 4.111FD - '02-'04 USDM Impreza 2.5RS/'05 Impreza 2.5RS Sport
3.545 / 1.947 / 1.366 / 0.972 / 0.780 / 4.111FD - '93-'94 USDM Impreza 1.8L
3.545 / 2.111 / 1.448 / 1.088 / 0.825 / 3.900FD - '95 USDM Impreza 1.8L

JDM
3.454 / 2.062 / 1.448 / 1.088 / 0.825 / 4.111FD – '93-'96 JDM Impreza WRX/STi
3.454 / 2.333 / 1.750 / 1.354 / 0.972 / 3.900FD – '93 JDM Impreza WRX RA
3.454 / 2.333 / 1.750 / 1.354 / 0.972 / 4.111FD – '94-'95 JDM Impreza WRX RA/STi RA
3.454 / 2.062 / 1.448 / 1.088 / 0.825 / 4.111FD – '93-'00 JDM Impreza WRX Wagon
3.083 / 2.062 / 1.545 / 1.151 / 0.825 / 4.444FD – '97-'00 JDM Impreza WRX RA/Type R/STi RA/22B STi
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 4.444FD – '97-'00 JDM Impreza WRX/STi
3.166 / 1.882 / 1.296 / 0.972 / 0.738 / 4.444FD – '01-'07 JDM Impreza WRX


All-Wheel-Drive 6-speed Transmissions
3.636 / 2.375 / 1.761 / 1.346 / 1.062 / 0.842 / 3.900FD
-JDM Impreza WRX Spec C/STi/STi Spec C RA/V-Limted/S202/S203/S204/Spec C RA-R
- AUS Impreza WRX STi

3.636 / 2.235 / 1.521 / 1.137 / 0.971 / 0.756 / 3.900FD
- USDM 2007-current Impreza WRX STi

3.636 / 2.375 / 1.761 / 1.346 / 0.971 / 0.756 / 3.900FD
- USDM 2004-2006 Impreza WRX STi
- UK/Europe/NZ Impreza WRX STi
- JDM Legacy 3.0R Spec B

3.636 / 2.235 / 1.521 / 1.137 / 0.891 / 0.707 / 3.900FD
- USDM 2007-2009 Legacy 2.5GT Spec B
- JDM Forester

NOTE: USDM '04/'05 R180 2way clutch type LSD with 3.900FD. USDM '06-current R180 torsen LSD with 3.545FD.




Calculators for Speed and RPM
http://www.car-videos.net/tools/speedrpm.asp
http://www.teammfactory.com/gearcalculator.php
http://forums.nasioc.com/forums/show....php?t=2566895

[Sgt.Gator]

Does anyone have info on the new manual 6spd tranny that is essentially (I understand) a 6th gear jammed into the 5 speed case? I found a YouTube video about it from Australia, but it wasn't detailed about ratios. There main comment was that it was NOT the same performance tranny as the 6 speed in the STI/Legacy Spec B. http://youtu.be/_L5rmzZJHp8
I'm asking because there is a very low mileage one from a wrecked Forester available in my area. I'm wondering if the case is a direct replacement for the current 5spd, if the current aftermarket LSD's ( Center and Front) will work, and if the gears are at least as strong as the current 5 spd.

Edit: on the Outback forum I found the 2010 6 speed ratios:
2010 Gear Ratios (6MT) - Manual
First Gear 3.454
Second Gear 1.947
Third Gear 1.296
Fourth Gear 0.972
Fifth Gear 0.825
Sixth Gear 0.695
Reverse Gear 3.636
Final Drive Ratio 4.444

Using the gear calculator http://calc.teammfactory.com/ this tranny has better racing ratios than my Legacy GT 5 spd. I spend 90 % of time in 3-4 and these work out even better for the 3-4-5 powerband while still having the top speed.

[Sgt.Gator]

I found this incredibly useful chart at Rallispec. Thanks Rallispec!

"This file provides a means for referencing the original model(s) and gearbox/differential specifications based on the transmission code. It lists gear ratios, transfer gear ratio, final drive ratio, differential types, and some other data. The codes are divided into 4 sections: 6-speed transmissions with 85mm shaft centerline spacing (such as STI), 6-speed transmissions with 75mm centerline spacing (such as newer Legacy manual transmissions), 5-speed transmissions from turbo models (such as WRX), and 5-speed transmissions from normally aspirated models. Only all wheel drive transmissions from Impreza, Legacy, Baja, Forester, and Saab 9-2X models are listed at this time."
http://www.rallispec.com/downloads/Transmission%20ID%20Chart_Public.pdf
:)

[erlihemi]

So now the CVT with paddle shifter is available. Anyone playing with that yet? 6 instant shifts in manual mode.
Holds back an impreza speeding downhill in the lower gears. Infinite ratio by wire. If you can break the code and fit the box it auto be fun...
This forum is excellent by the way. Obviously I missed the section for dummies :rolleyes:

[Scargo]

A WIKI on using the CVT manually states, "Keep in mind that the long-term effects of downshifting on a CVT transmission are unknown."
I can't imagine it would be applicable to use in a race car. I could be wrong, but I doubt it is built to take that kind of use or an increase in horsepower or torque. I'm just guessing.

[erlihemi]

I have no idea if the CVT would even fit the 818 chassis, but, there is good reason, at least in theory, for using one. As far as reliability is concerned the other manufactures are getting miles on them. I've driven some bad ones that "dial down" letting rpms go to high and the car doesn't accelerate. I assume this is bad programming/tuning. Subaru seems to have the tuning part correct. I have a Forester and Impreza with the CVT and I like the manual control on the Impreza with paddle shifters. The forester feels like a lot more torque on the bottom, but its a 2.5 vice 2.0. I only have 3,000mi on the Impreza. Assuming its good for 250hp and at least one season I would be interested in exploring ratio selection mods to the controller or servos. I would also consider a clutch vs. torque converter input (on the 818, not my Impreza).
If it can stand a turbo you could, in theory, program it for boost optimization and keep the engine in its preferred band. It also should be less harsh on the differential and axles. Smooth is fast on some tracks...

[Boog]

I think i'm missing something. If the CVT is capable of holding the torque, why would you use paddle shifters instead of just having it always sit at the RPM that produces max torque (assuming a racing situation)?

[Jaime]

Because the RPM that produces max HP will accelerate better.

[Jaime]

Also, I test drove a CVT Impreza last year. One of the differences between the Impreza and the other CVTs I drove was that the Impreza was "stepless". It didn't attempt to pretend it had gears. I mentioned it to the sales guy and he said that might be the reason a lot of customers say it "drives weird".

[wleehendrick]

Nissan CVTs (at least the Altima rental I drove) and a lot of hybrids also drive 'weird' in that they hold a constant RPM while accelerating, no simulated shifts. This makes perfect sense given the technology, but feels and sounds so awkward. Its all in the programming and customer expectations.

IMHO, paddle shifters or simulated ratios are a silly anachronism on a CVT, about as useful as a screen door on a submarine! For the street, you want max economy, which generally means the lowest RPM that delivers the required power. For the track, you'd want it to be at the power peak all the time like Jamie said.

It took a long time for manufactuers to get CVTs to handle decent torque, and theyre generally not the enthusiast option, so I would be really worried to bolt one to a tuned turbo mill and drive it agressively.

[Boog]

Because the RPM that produces max HP will accelerate better.

Ok, max HP then.

Sounds like the tech isn't ready yet, and drivers don't like the feel?

[Jaime]

Hydraulic CVTs have been available forever and can handle pretty much any load, but they are too heavy for small cars.

A good CVT in a sports car would need really good software to make it fast. I don't think a kit car is great plaform to make it happen. Alternately, it could be manually controlled, but that would negate a lot of the benefits.

[erlihemi]

If I had realized this much discussion would be generated I would have started a separate thread. I'm just a rogue hotrod guy dipping my toe in the flat four world. That said I've seen a lot of gearboxes of many vintages and applications including ones I could crawl through. I have to agree with Jaime in that much work of questionable reward is likely with the CVT. I personally would go electric before CVT. But then that's been accomplished. So if anyone wants to grab a wreck and play with the CVT please share the results with us. CVT's do have potential, my XUV gator proves it, my wife's jeep compass did not, Subaru is using it on the NA motors, we'll see...

[erlihemi]

36436

Internals shinier than stock....

[Scargo]

I wonder how that jewelry-looking chain will handle 450 FPT of track abuse?

[erlihemi]

I just remember everyone saying the same thing about those "chain drive" transfer cases. Well, a lot of them survived and they don't try to push the case apart either. Surface contact area on those cones is probably greater than the 4 gear teeth on that 5 speed...

[Sgt.Gator]

If a CVT gave an advantage you would see them in Nissan NISMO race cars and GTRs, and every other manufacturer who sells CVTs in street cars would use them in their race cars. Even if they were 90% as good as a sequential tranny or a double clutch tranny they would use them for marketing purposes. None as far as I know do that.
That's a good enough reason for me!

[dirty kurty]

If a CVT gave an advantage you would see them in Nissan NISMO race cars and GTRs, and every other manufacturer who sells CVTs in street cars would use them in their race cars. Even if they were 90% as good as a sequential tranny or a double clutch tranny they would use them for marketing purposes. None as far as I know do that.
That's a good enough reason for me!

Williams/David Coulthard tested one in 1993 in their legendary F1 car. It was several SECONDS faster. That is outrageous considering MacLaren reportedly spent $100million in 3 months to close a 0.5s gap one season. The CVT was banned by two separate rules for good measure for 1994.

[Evan78]

For racing purposes, wouldn't the ideal transmission keep the engine at the peak horsepower RPM as much as possible and have no time lost to changing gear ratios? That sure sounds like a CVT to me. I guess it's harder or more expensive to execute than to type out on my keyboard.

[RetroRacing]

I don't know of a sanctioning body that allows automatic transmissions, which is what a CVT really is, and yes, it is the best way to keep the car at peak power. I don't know the parasitic loss percentage, but I would think that would be better as well.

[Sgt.Gator]

In ICSCC Pro 3 automatic transmissions are specifically allowed. So the ICSCC conference rules have no prohibition on automatics. Then you have to look at individual class rules.
ICSCC ST class is totally based on HP/Weight ratio. The only mention of transmissions is that an H pattern syncromesh tranny gets a bonus weight reduction factor. Under ST rules it seems that an automatic would be legal, but an 818 is not because the class does not allow tube frame cars.
ICSCC SPU-M-O classes have no rule against an automatic. SPM is where I will race an 818 when I build it.

But this is all just theory in an 818 because I doubt it's possible to convert any Subaru automatic transmission to front wheel drive only (rear wheel in an 818). If it is possible it would make it a lot easier to tune a 3.0 - 3.6 since the Subaru USDM ECU for those engines is only for an automatic tranny car. You could tune them with RomRaider. You wouldn't need an aftermarket ECU unless you also turbocharged it.

[Bob_n_Cincy]

But this is all just theory in an 818 because I doubt it's possible to convert any Subaru automatic transmission to front wheel drive only (rear wheel in an 818).

Sgt.
Aloha converted his automatic to FWD (818RWD)
47988

[Sgt.Gator]

Sgt.
Aloha converted his automatic to FWD (818RWD)
47988

Thanks, I'll go check that out!

Hmmm, a 3.6 Tribeca steering wheel flappy paddle shifter 818R, now there's a unicorn.

[JB91710]

I'm sooooo confused!

You and me both. or should I say, Join the club?

[JB91710]

You and me both. or should I say, Join the club?

For my 07 EZ30 I have found out that the strongest 5 speed box should be the 05-06 legacy GT. I will have to install a limited slip down the road if I want one. If I want a 6 speed, I'm not sure which one is strongest and it has to bolt up to the EZ30. This trans has the LS so that's good. The FF end plate and gear shift hardware has to work also or it has to be available somewhere because I can't fabricate it.

Any ideas on which 6 speed is my best bet?

Thanks,

Jack

[flynntuna]

Found this spec sheet on Subaru transmissions. http://www.gearhack.com/myink/ViewPage.php?file=docs/Subaru%20Transmission%20Chart

[flynntuna]

6sp manual

Comments & Discussion >>

6MT Transmission

MODEL RANGE TRANS. CODE 1ST 2ND 3RD 4TH 5TH 6TH REV. T.R. F.D. CENTER DIFF. TYPE FRONT DIFF. TYPE NOTES APPLICATION NOTES
Aus. Impreza WRX STi MY02-04 ?? 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) A.P. Suretrac
JDM Impreza WRX STi MY01-02
(also Prodrive Style & STi Limited MY02) TY856WB1AA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) Open
JDM Impreza WRX STi & STi RA MY01-02
(also Prodrive Style & STi Limited MY02) TY856WB1CA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) A.P. Suretrac RA STi w/ 17 in. wheel
JDM Impreza WRX STi RA MY01 TY856WB1BA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (45:55) A.P. Suretrac RA STi w/ 16 in. wheel
JDM Impreza WRX STi RA Spec C MY02
(also S202) TY856WB2GA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) A.P. Suretrac w/ external transmission cooler w/ 17 in. wheel
JDM Impreza WRX STi RA Spec C MY02 TY856WB2DA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (45:55) A.P. Suretrac w/ external transmission cooler w/ 16 in. wheel
JDM Impreza WRX STi MY03 TY856WB3AA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) Open
JDM Impreza WRX STi MY03 TY856WB3KA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD system
JDM Impreza WRX STi Spec C MY03 TY856WB3JA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD on 17 in. wheel only
JDM Impreza WRX STi MY04 TY856WB4AA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) Open
JDM Impreza WRX STi MY04 + V-Limited MY04 TY856WB4KA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD system
JDM Impreza WRX STi Spec C MY04 TY856WB4JA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD on 17 in. wheel only
JDM Impreza WRX STI MY05 TY856WB6CA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) Open
JDM Impreza WRX STi MY05 TY856WB6KA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD system
JDM Impreza WRX STi Spec C MY05 TY856WB6JA 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 DCCD (35:65) Helical LSD automatic DCCD on 17 in. wheel only
JDM Legacy S401 ?? 3.636 2.375 1.761 1.346 1.062 0.842 3.545 1.000 3.900 Viscous (4kgf) A.P. Suretrac
US Impreza WRX STi MY04 TY856WH3MA 3.636 2.375 1.761 1.346 0.971 0.756 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD system
US Impreza WRX STi MY04 late TY856WH4MA 3.636 2.375 1.761 1.346 0.971 0.756 3.545 1.000 3.900 DCCD (35:65) A.P. Suretrac automatic DCCD system
US Impreza WRX STi MY05 TY856WW6MA 3.636 2.375 1.761 1.346 0.971 0.756 3.545 1.000 3.900 DCCD (35:65) Helical LSD automatic DCCD system / front axle design change
US Impreza WRX STi MY06-07 1.100 3.900 DCCD
UK/Europe/NZ Impreza WRX STi MY02-04 TY856WN*** 3.636 2.375 1.761 1.346 0.971 0.756 3.545 1.100 3.900 Viscous (4kgf) A.P. Suretrac
UK Impreza WRX STi (incl. Spec-D) MY07 TY856WG7KA 3.636 2.375 1.521 1.137 0.891 0.707 3.545 1.100 3.900 DCCD (41:59) Helical automatic DCCD system
Comments & Discussion >>

5MT Transmission (Pull Clutch)

MODEL RANGE TRANS. CODE 1ST 2ND 3RD 4TH 5TH 6TH

[flynntuna]

5sp pull type clutch

Comments & Discussion >>

5MT Transmission (Pull Clutch)

MODEL RANGE TRANS. CODE 1ST 2ND 3RD 4TH 5TH 6TH REV. T.R. F.D. CENTER DIFF. TYPE FRONT DIFF. TYPE NOTES APPLICATION NOTES
JDM Legacy RS & GT (turbo) MY93 TY752VB2DA 3.454 2.062 1.448 1.088 0.825 4.111
JDM Legacy RS & GT (turbo) MY94-95 TY752VBAAA 3.454 2.111 1.448 1.088 0.825 3.9 Viscous (4kgf) Open
JDM Legacy RS & GT (turbo) MY96 TY752VBBAA 3.454 2.062 1.448 1.088 0.825 3.9 Viscous (4kgf) Open
JDM Legacy RS & GT (turbo) MY97-98 TY752VBCBA 4.111
JDM Legacy GT B-Spec MY97-98
(also GT B-Spec Limited) TY752VBCAA 4.444
JDM Legacy RSK & GT-B MY99-00 TY754VBAAA 4.444
JDM Legacy RSK MY00 TY754VBACA 4.444 Viscous (4kgf) Helical LSD w/ LSD option
JDM Legacy RSK & GT-B MY01 TY754VBBBA 4.111 Viscous (4kgf) Open
JDM Legacy RSK & GT-B MY01 TY754VBBCA Viscous (4kgf) Helical LSD w/ LSD option
JDM Forester Turbo MY98 TY753VB1AA 4.444 Viscous (4kgf) Open
JDM Forester Turbo MY99-00 TY755VB1AA 4.444 Viscous (4kgf) Open
JDM Forester Turbo MY01-02 TY755VB2AA 4.444 Viscous (4kgf) Open
JDM Impreza WRX MY93 TY752VB3AA 3.454 2.062 1.448 1.088 0.825 3.416 1.000 4.111 Viscous (4kgf) Open
JDM Impreza WRX RA MY93 TY752VB3BA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 4.111 Viscous (4kgf) Open
JDM Impreza WRX, WRX SA, WRX STi MY94 TY752VB3CA 3.454 2.062 1.448 1.088 0.825 3.416 1.000 4.111 Viscous (4kgf) Open Double-cone 2nd synchro added (all turbo Impreza)
JDM Impreza WRX RA MY94 TY752VB3DA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 4.111 Viscous (4kgf) Open Double-cone 2nd synchro added (all turbo Impreza)
JDM Impreza WRX & WRX STi MY95 TY752VB3FA 3.454 2.062 1.448 1.088 0.825 3.416 1.000 4.111 Viscous (4kgf) Open
JDM Impreza WRX RA MY95 TY752VB3EA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 3.900 Viscous (4kgf) Open
JDM Impreza WRX STi RA MY95 TY752VB3EA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 3.900 DCCD (35:65) Open DCCD fitted off production line
JDM Impreza WRX & WRX STi Ver.II MY96
(also STi 555 & WRX V-Limited Ver.II MY96) TY752VB4AA 3.454 2.062 1.448 1.088 0.825 3.416 1.000 4.111 Viscous (4kgf) Open
JDM Impreza WRX RA MY96 TY752VB4BA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 3.900 Viscous (4kgf) Open Double-cone 3rd synchro added (RA only)
JDM Impreza WRX STi RA Ver.II MY96
(also STi RA 555 & RA V-Limited Ver.II MY96) TY752VB4CA 3.454 2.333 1.750 1.354 0.972 3.416 1.000 3.900 DCCD (35:65) Open Double-cone 3rd synchro added (RA only)
JDM Impreza WRX & WRX STi Ver.III/IV MY97-98
(also STi V-Limited Ver.III MY97) TY752VBCAA 3.166 1.882 1.296 0.972 0.738 3.416 1.000 4.444 Viscous (4kgf) Open Double-cone 3rd synchro added (all turbo Impreza)
JDM Impreza WRX RA MY97-98
(also WRX R V-Limited MY98) TY752VB5BA 3.083 2.062 1.545 1.151 0.825 3.416 1.000 4.444 Viscous (4kgf) Open Widened 1st,2nd,3rd gears (EJ20K models only)
JDM Impreza WRX STi R & RA Ver.III/IV MY97-98
(also STi Type R V-Limited Ver.IV MY98) TY752VB5CA 3.083 2.062 1.545 1.151 0.825 3.416 1.000 4.444 DCCD (35:65) Open Widened 1st,2nd,3rd gears (EJ20K models only)
JDM Impreza WRX 5-Door MY97-98 TY752VBCBA 3.454 2.062 1.448 1.088 0.825 3.416 1.000 4.111 Viscous (4kgf) Open Double-cone 3rd synchro added (all turbo Impreza)
JDM Impreza WRX STi RA V-Limited Ver.IV MY98 TY752VB6EA 3.083 2.062 1.545 1.151 0.825 3.416 1.000 4.444 DCCD (35:65) Helical LSD
JDM Impreza 22B TY752VB6SZ 3.083 2.062 1.545 1.151 0.825 3.416 1.000 4.444 DCCD (35:65) Open Specially treated gear components
JDM Impreza WRX 5-Door MY99-00 TY754VB1AA 3.454 2.062 1.448 1.088 0.825 3.333 1.000 4.111 Viscous (4kgf) Open Bellhousing attachment changed from 4 to 8 points (all models)
JDM Impreza WRX RA & RA Ltd. MY99-00 TY754VB1BA 3.083 2.062 1.545 1.151 0.825 3.333 1.000 4.444 Viscous (4kgf) Open Bellhousing attachment changed from 4 to 8 points (all models)
JDM Impreza WRX & WRX STi Ver.V/VI MY99-00 TY754VBAAA 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open Bellhousing attachment changed from 4 to 8 points (all models)
JDM Impreza WRX STi R & RA Ver. V/VI MY99-00
(also STi RA Limited Ver. V/VI MY99-00) TY754VB1CA 3.083 2.062 1.545 1.151 0.825 3.333 1.000 4.444 DCCD (35:65) Open Helical FLSD avail. 12/99 on regular STi RA (optional?)
JDM Impreza WRX STi RA Ltd. Ver. V/VI MY99-00
(also S201) TY754VB1EA 3.083 2.062 1.545 1.151 0.825 3.333 1.000 4.444 DCCD (35:65) Helical LSD
JDM Impreza WRX NB, NBR, 20K MY01-02 TY754VBBAA 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open
JDM Impreza WRX MY03 TY754VB4AA 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open Reverse engagement & 3rd/4th synchro revised (see US info)
JDM Legacy 2.0GT MY04
(also US Legacy 2.5GT) TY757VBAAB 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.111 Viscous (4kgf) Open
JDM Legacy 2.0GT spec B MY04 TY757VBABB 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open
JDM Legacy 2.0GT MY05 TY757VBBAB 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.111 Viscous (4kgf) Open dual cone 1st synchro
JDM Legacy 2.0GT spec B MY05 TY757VBBBB 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open dual cone 1st synchro
US Impreza WRX MY02 TY754VN2AA 3.454 1.947 1.366 0.972 0.738 3.333 1.100 3.900 Viscous (4kgf) Open Rev. pop-out addressed 10/01 (main shaft, rev. idler, rev. hub)
US Impreza WRX MY03 TY754VN2BA 3.454 1.947 1.366 0.972 0.738 3.333 1.100 3.900 Viscous (4kgf) Open 1st, 2nd, 3rd gears widened to RA width
US Impreza WRX MY04 TY754VV4AA 3.454 1.947 1.366 0.972 0.738 3.333 1.100 3.900 Viscous (4kgf) Open 3rd synchro stop changed (3/4 gear, synchro assy)
US Impreza WRX late MY04 TY754VV5AA 3.454 1.947 1.366 0.972 0.738 3.333 1.100 3.900 Viscous (4kgf) Open 1st synchro changed to dual cone type?
US Impreza WRX MY05 TY754VZ6AA 3.454 1.947 1.366 0.972 0.738 3.333 1.100 3.900 Viscous (4kgf) Open
US Forester XT MY04 TY755VH4AA 3.454 1.947 1.366 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open Gears as per WRX revisions
US Forester XT MY05 TY755VW5AA 3.454 1.947 1.366 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open
US Baja Turbo MY04 TY754VHEAA 3.454 1.947 1.366 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open Gears as per WRX revisions
US Legacy Turbo GT MY05 TY757VBAAB 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Turbo Outback MY05 TY757VWAAB
UK/Europe Impreza Turbo 2000 / GT MY94-95
(also Series McRae MY95) TY752VN3BA 3.454 1.947 1.366 0.972 0.738 3.416 1.000 4.111 Viscous (4kgf) Open
Aus. Impreza WRX MY94 ?? 3.454 1.947 1.366 0.972 0.738 3.416 ?? 3.900 Viscous (4kgf) Open
UK/Europe Impreza Turbo 2000 / GT MY96 TY752VN4BA 3.454 1.947 1.366 0.972 0.738 3.416 1.000 4.111 Viscous (4kgf) Open
UK/Europe Impreza Turbo 2000 / GT MY97 TY752VN5BA
UK/Europe Impreza Turbo 2000 / GT MY98 TY752VN6AA 3.454 1.947 1.366 0.972 0.738 3.416 1.000 3.9 Viscous (4kgf) Open
UK/Europe Impreza Turbo 2000 / GT MY99 TY754VN1AA 3.454 1.947 1.366 0.972 0.738 3.416 1.100 3.54 Viscous (4kgf) Open
UK Prodrive P1 MY99 ?? 3.166 1.882 1.296 0.972 0.738 3.333 1.000 4.444 Viscous (4kgf) Open
Comments & Discussion >>

[flynntuna]

5sp push type clutch


5MT Transmission (Push Clutch)

MODEL RANGE TRANS. CODE 1ST 2ND 3RD 4TH 5TH 6TH REV. T.R. F.D. CENTER DIFF. TYPE FRONT DIFF. TYPE NOTES APPLICATION NOTES
US Impreza (FWD) MY93-94 TY752VX3AA 3.636 1.950 1.344 0.972 0.780 N/A 3.583 1.000 4.111 N/A Open
US Impreza (AWD) MY93 TY752VX3AA 3.545 1.947 1.366 0.972 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Impreza (AWD) MY94 TY752VX3CA 3.545 1.947 1.366 0.972 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Impreza (AWD) MY95 TY752VT3AA 3.545 2.111 1.448 1.088 0.825 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Impreza EJ18E (AWD) MY96 TY752VT4AA 3.545 2.111 1.448 1.088 0.825 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Impreza EJ22E (AWD) MY96 TY752VABBA 3.545 1.947 1.366 0.972 0.780 N/A 3.330 1.000 3.900 Viscous (4kgf) Open
US Impreza EJ18E (AWD) MY97 TY752VT5AA 3.545 2.111 1.448 1.088 0.825 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Impreza EJ22 (AWD) MY97-98 TY752VA5AA 3.545 1.947 1.366 0.972 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Impreza 2.5RS MY98 TY752V2DAA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Impreza EJ22 MY99-01 TY754VA1AA 3.545 1.947 1.366 0.972 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Impreza 2.5RS MY99-01 TY754VCAAB 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Impreza RS MY02-03 TY754VFBBA 3.545 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Impreza TS MY02-03 TY754VC2AA 3.545 2.062 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Impreza Outback MY02-03 TY754VC2BA 3.545 2.062 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Impreza RS MY04 TY754VC4CA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Impreza TS MY04 TY754VC4AA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Impreza Outback MY04 TY754VC4BA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Forester MY97-98 TY753VJ1AA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Forester MY99 TY755VC1AA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Forester MY00-01 TY755VC1BA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Forester MY02 TY755VC2AA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Forester MY03 TY755VC3AA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Forester (non-turbo) MY04 TY755VC4AA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY94 TY752VAAAA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy MY94 TY752VAABA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Legacy MY95-96 TY752VABAA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Legacy Outback MY95-96 TY752VABBA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy GT MY97 TY752VACBA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY97 TY752VACCA 3.545 2.111 1.448 1.088 0.871 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy MY97-98 TY752VACAA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 3.900 Viscous (4kgf) Open
US Legacy GT MY98 TY752V2DAA 3.545 2.111 1.448 1.088 0.780 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY98 TY752V2DCA 3.545 2.111 1.448 1.088 0.871 N/A 3.416 1.000 4.111 Viscous (4kgf) Open
US Legacy MY99 TY754VAAAA 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Legacy GT MY99 TY754VCAAB 3.545 2.111 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY99 TY754VCACB 3.545 2.111 1.448 1.088 0.871 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy L & Brighton MY00 TY754VCAAA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Legacy Outback MY00 TY754VCACA 3.454 2.062 1.448 1.088 0.871 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy GT MY00 TY754VCADA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy L & Brighton MY01-02 TY754VCBAA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Legacy GT MY01-02 TY754VCBDA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY01-02 TY754VCBCA 3.454 2.062 1.448 1.088 0.871 N/A 3.333 1.000 3.900 Viscous (4kgf) Open
US Legacy L MY03-04 TY754VCDAA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy GT MY03-04 TY754VCDDA 3.454 2.062 1.448 1.088 0.780 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback & Baja MY03-04 TY754VCDCA 3.454 2.062 1.448 1.088 0.871 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy & Baja MY05 TY757VCACA 3.454 2.062 1.448 1.088 0.871 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
US Legacy Outback MY05 TY757VWAAB 3.454 2.062 1.448 1.088 0.871 N/A 3.333 1.000 4.111 Viscous (4kgf) Open
Comments & Discussion >>

[Ipassgas]

Since some of the first page pics are gone, I just want to verify the Phase 1 vs Phase 2.

This is Phase 1 with the diff oiling
72811

And this is Phase 2 with the 5th gear oiling
72812

Am I correct?