[QUOTE=Maximum Boost]How much HP was being put through that 6 speed? Any idea, or was it just a bad driver.



Bump for an answer...

 

It doesn't matter how much power. What they're trying to tell you is that the 6spd has a deficiency due to the lack of tranny fluid and weak 4-6 gears. What happens is things get hot inside the tranny, the fluid loses it's viscosity, things get hotter, more friction occurs, and then the teeth on 4th gear eventually get sheared off. The tranny you see is from TTP who was drag racing with around 400-450whp and doing mid 11s, but the majority of the 6spd failures have been on the road course with unimportant power levels in the 300-350whp range. Warrtalon and Razorlab each sheared the teeth off 4th gear in much the same manner while road racing. It was not from poor driving or from too much power. In fact, Warrtalon's failure occurred while accelerating in 4th - not during a shift.

 

Thanks, I understand about the lack of fluid, but that is where I brought up the suggestion of if an aftermarket larger trans cooler was built, it would disapate the heat better and hold more fluid thus cooling the metal in the trans better. What if 4-6 gears were made from a stronger material? Using the same gear sizes (14mm) if the gears were made from a stronger type of steel or a hybrid metal would this fix the problem? It seems as though the 4-6 gears are suffering from fatigue. If you could get rid of the heat AND build 4-6 out of a stronger material would this fix the problem?

 

TRE does some mods that help with the problem. Road racing puts much higher temps to the transmission for extended periods of time, which street driving does not duplicate. If you want longevity of any component under those circumstances, cooling is the solution, and a transmission cooler is a very simple option.

 

i believe razorlab said in another post he's going to try the cooler on his TRE(i think)rebuilt 6-speed, but he probrably hasn't had enough time for definitive results yet. also, TRE and shep offer cryotreating for internal tranny parts, which combined with a cooler should solve alot of issues.

 

Another item to think about is the 5 speed tranny is lighter than the 6 speed tranny. If you could get the SE with aluminum roof, lighter rims, and lighter (stronger) 5 speed tranny you gains from that alone.

Personally I think the SE is probably the hot ticket when looking for the perfect race platform.

 

the SE does in fact come with all those items plus red-stitched recaros, HID's, and lower front lip spoiler.

 

matt, scott has his numbers on his signature and everbody drives these things hard.

 

You should PM razorlab. I'm sure he'd keep you up to date on his progress. Honestly, a base SE is the way to go as Jeff mentioned. You get the aluminum roof, lighter weight, and stronger tranny. Buy some used Bilsteins for cheap and you'll have the best (minus the lighter BBS wheels) of both worlds. Essentially, a 5 speed MR. Sounds like the ultimate Evo to me. If my trany ever dies, I'll most like get the 5 speed too. Couldn't ask for anything better...

 

Who is scott?

 

Is this a prototype trans cooler, or is it something that can already be bought through an aftermarket supplier.

 

Why would I, when the forum has you.

There is a whole post whoring thread dedicated to people that like to respond to others that were not talking to them in the first place . Check it out, polish your skills.

 

As did mine.

 

I have the burn-off results back the 6 speed gearsets and I will do a follow up review between the 5 & 6 speeds soon. It's not only the width of the gears but also the shaft spacing that makes the 5 speed so damn stout.

Jon@TRE

 

A good question, but more importantly:

What is the destructive torque during a static load test in each gear?
What is the curve of failure during a cyclic fatigue test?

I'll have answers for these questions once testing is completed.