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Thread: Big Power Manual Transmission (S6-53) Swap

  1. #26
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    Quote Originally Posted by jajou318 View Post
    1
    When I went to a 6 spd, I had a few local shops not want to touch the two pieces driveshaft. I had to send it out to get cut and even the shop I sent it too didn't want to touch a 2pc for the same price I got charged (It was pretty cheap around $100-150).
    This is going to be the cheapest option short of a oem shaft. I looked through a bunch on realoem thereís a few that are within an inch or so.


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  2. #27
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    If its 5" longer than a ZF that will also help with the critical speed/vibration problems with a 1 piece shaft. 2 piece is still ideal for the noise reduction and critical speed, but if you need this transmission you probably need something bigger than the joints, center spline, and tubing in the oem E36 shaft. Would be really cool if there was some combination of mabey the front shaft off a 5 series V8 or something and an aftermarket rear section with bigger U joints.
    86 325es, 2.8L NV m50, S366, Megasquirt 2, e85, solid rear axle, 4 link, spool, T56 Magnum trans, 28x10.5w slicks, zip ties
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  3. #28
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    This is a decent option. But leaves us in the same boat, no option for advancement as far as making it stronger. I've seen quite a few of these break at the 700ftq mark. Also, if you could make it work, the 8 bolt (08 range) n54 flywheel/clutch kit bolt up to an m5x/s5x crank. That would open up a lot of clutch kits for the swap. Also, of you thought the zf trans in the e36 felt sloppy, these are even worse! Eitherway, still a much better option than rolling through ZFs or biting the bullet for a 420g.

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  4. #29
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    Big Power Manual Transmission (S6-53) Swap

    Quote Originally Posted by Kame36sedan View Post
    This is a decent option. But leaves us in the same boat, no option for advancement as far as making it stronger. I've seen quite a few of these break at the 700ftq mark. Also, if you could make it work, the 8 bolt (08 range) n54 flywheel/clutch kit bolt up to an m5x/s5x crank. That would open up a lot of clutch kits for the swap. Also, of you thought the zf trans in the e36 felt sloppy, these are even worse! Eitherway, still a much better option than rolling through ZFs or biting the bullet for a 420g.

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    Sorry but I havenít found any evidence of the sort. Can you provide some more info on these broken ones? Whatís ďquite a fewĒ or can you link me to one?

    With the broken ones are we talking launching 700wtq, antilag, 4500lb e9x, drag radials, without preloading driveline? Maybe some Wheel-hop? What I wanna know is with all these was there an identifiable cause. Maybe they were all the same driver?

    Im very curious because out of everyone I have talked to I have had absolutely zero reports of power related failure, so this is vastly different.


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    Last edited by vollosso; 04-09-2018 at 10:39 PM.
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  5. #30
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    Hop on the n5x page on Facebook. Search WTB trans, should give you a few results. No, none were from drag racing. No n5x car drag races lol

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  6. #31
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    I think if you are making 700 lbs rwtq and drag racing you should accept breakage as part of the deal. Probably the same goes for street racing. This trans is officially rated at 530NM, which is not even 500 lbs at the crank, but like the ZF320, is known to hold a lot more and even BMW, presumably with ZF approval, put it behind motors making more than that.

    Probably the built automatic is the better option for high power drag racing.

    I am not confident there is any great option for high power manual drag racing or street racing. Maybe a Samsonas? Maybe a T56 Magnum? But you will spend 4-8 times as much on one of those trans as you will on a used GS6-53 that sells for $750 on eBay and reportedly as little as about half that if you get lucky with a junkyard.

    I am planning on this GS6-53 conversion for my 700 rwhp 600 lb rwtq street car. It is the option that makes the most sense to me.
    Last edited by pbonsalb; 04-10-2018 at 07:43 AM.

  7. #32
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    Also keep in mind there's a pretty good chance that when those cars rolled out of the factory there was torque truncation in the first couple gears. This is gonna be to hit full useful life of the part and doesn't indicate the failure point.

    Usually you'll have a torque limit for input shaft and individual gears as well. Not always for a catastrophic failure as nvh is a huge concern when it is getting signed off on in production.

  8. #33
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    Isn't the bolt pattern on the housing the same as the e36 trans? I know of 2 people running the earlier n54 trans that does not have the pilot bearing in the input shaft. But like I said, the n54 8 bolt crank clutch setups bolt to the e36, so in theory you should be able to bolt up the trans and run an n54 clutch kit. Just have to figure out starter. Slave will work as well.

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  9. #34
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    Quote Originally Posted by Kame36sedan View Post
    Isn't the bolt pattern on the housing the same as the e36 trans? I know of 2 people running the earlier n54 trans that does not have the pilot bearing in the input shaft. But like I said, the n54 8 bolt crank clutch setups bolt to the e36, so in theory you should be able to bolt up the trans and run an n54 clutch kit. Just have to figure out starter. Slave will work as well.

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    The bolt pattern is different.

    There isnít an earlier n54 trans.

    Your friends are probably running a m54 zhp trans. Considerably more rare and only rated for like 20% more tq vs a zf320. Also, you still need a special flywheel as the pilot is located in the flywheel.

    The 6s-53 series was selected for availability and strength. Zf rates them at nearly 100% more than our trans.

    There isnít enough spline length to run a factory n54 clutch after you create an adapter to attach the transmission.

    At the end of the day you still need a clutch and a trans brace for any of these. The only difference is the adapter ring which allows you to run a cheaper, more available, and stronger trans.


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  10. #35
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    Quote Originally Posted by pbonsalb View Post
    I think if you are making 700 lbs rwtq and drag racing you should accept breakage as part of the deal. Probably the same goes for street racing. This trans is officially rated at 530NM, which is not even 500 lbs at the crank, but like the ZF320, is known to hold a lot more and even BMW, presumably with ZF approval, put it behind motors making more than that.

    Probably the built automatic is the better option for high power drag racing.

    I am not confident there is any great option for high power manual drag racing or street racing. Maybe a Samsonas? Maybe a T56 Magnum? But you will spend 4-8 times as much on one of those trans as you will on a used GS6-53 that sells for $750 on eBay and reportedly as little as about half that if you get lucky with a junkyard.

    I am planning on this GS6-53 conversion for my 700 rwhp 600 lb rwtq street car. It is the option that makes the most sense to me.
    Thatís where I was at.

    I wanted a trans I didnít have to worry about third gear with, and if something happened I wouldnít be out 3k+ like a t56 magnum. All said and done this whole swap will be less than the cost of that transmission...

    Youíre right, BMW put them in cars up to 505ftlbs (680nm) weighing in the ballpark of 4500#.




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  11. #36
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    Quote Originally Posted by pbonsalb View Post

    I am not confident there is any great option for high power manual drag racing or street racing. Maybe a Samsonas? Maybe a T56 Magnum?
    If you can break a T56 magnum I'll give you a blow job. But yes, they are expensive. Nice part about them is tremec will actually sell you parts to fix it, and at very reasonable prices I might add.
    86 325es, 2.8L NV m50, S366, Megasquirt 2, e85, solid rear axle, 4 link, spool, T56 Magnum trans, 28x10.5w slicks, zip ties
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  12. #37
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    The thing I like about the T56 Magnum is the captive shifter. Should eliminate any sloppiness from street motor and trans mounts. But it’s about $4k for the trans and bell housing. Driveshaft, clutch/flywheel, and shifter are costs common to most conversions. So it could be $3000 vs $7000, which is a big difference. That is a year’s worth of monster drinks.

  13. #38
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    My buddy blew up his T56 Magnum. He was able to rebuild it but the rebuild cost a lot more than to buy this ZF.
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  14. #39
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    Does this open the door for a possible ZF 8HP50, 8HP70, or 8HP75 in the future or does the lack of electronic TB on the E36 prevent that? Those would be significantly faster and more consistent for the drag guys. The 8HP50 in the 340i is so, so good it's hard to tell it's not a DCT.

  15. #40
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    Quote Originally Posted by chikinhed View Post
    My buddy blew up his T56 Magnum. He was able to rebuild it but the rebuild cost a lot more than to buy this ZF.
    Was there a 3 liter motor in front of it and IRS behind it?
    86 325es, 2.8L NV m50, S366, Megasquirt 2, e85, solid rear axle, 4 link, spool, T56 Magnum trans, 28x10.5w slicks, zip ties
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  16. #41
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    Nah, itís an LS3 twin turbo Ď71 Camero trying to catch me on the track. The forward bearings get starved of oil and fail if you donít install a spray nozzle and pump. Itís been holding the power since but he hasnít been back to the track with it since.

    https://m.youtube.com/watch?v=A_lEnXzeKz8
    Last edited by chikinhed; 04-12-2018 at 05:22 PM.

  17. #42
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    So when do you plan to release this kit, and at what price point?

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  18. #43
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    Quote Originally Posted by Da Infammus 1 View Post
    So when do you plan to release this kit, and at what price point?
    Waiting on the flywheel to be complete.

    I was hoping to have it on my car this coming week but keep hitting delays on the clutch setup. The final pricing will be totally dependent on the final clutch cost.

    To keep the manufacturing cost reasonable Im outlaying for 12 kits.. as soon as I know it all works perfectly it will be available to you guys.




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  19. #44
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    Is the input shaft thicker on this transmission vs the 420G?

  20. #45
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    Quote Originally Posted by chikinhed View Post
    Is the input shaft thicker on this transmission vs the 420G?
    I donít have a 420 off the car, send me the dia and Iíll compare.

    These are a higher tooth count so the minor diameter is way larger.


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  21. #46
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    Hey guys finally some good news, clutch is ironed out. I am so excited to test this setup.

    The prototype clutch (for my car) is a carbon-compound full-face twin-disk. Rated for 1000ftlbs tq. Added bonus, this compound should exhibit exceptional wear life.

    Im also looking at cae style shifters for this setup, I really am looking forward to WOT 2-3 shifts.. something I refrain from currently hah.



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  22. #47
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    Quote Originally Posted by vollosso View Post
    Hey guys finally some good news, clutch is ironed out. I am so excited to test this setup.

    The prototype clutch (for my car) is a carbon-compound full-face twin-disk. Rated for 1000ftlbs tq. Added bonus, this compound should exhibit exceptional wear life.

    Im also looking at cae style shifters for this setup, I really am looking forward to WOT 2-3 shifts.. something I refrain from currently hah.



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    Vids of said testing or it didn't happen

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  23. #48
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    Quote Originally Posted by SCapelo View Post
    Vids of said testing or it didn't happen

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    Absolutely.


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  24. #49
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    Good stuff, this way us BMW fan boys can say we have full BMW OEM parts.

  25. #50
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