Hey guys i have a 95 325is and have gotten started on my turbo build. While the motor is out and getting machined I'll be getting the chassis ready which means reinforcing the subframe, new suspension, etc etc. Aiming prettyyyy high maybe 750 wheel race gas but really want 500 whp pump on built internals. (I know torque and hp are entirely different but I hope this can give a good idea of what I have going)
The parts that I'm kinda stuck on are as follows:
What trans should i go for?
If I swap in an e36 zf trans I'll probably go through them real quick. I've heard of people swapping in e46 getrags but as far as ik the synchros are weak and 1 missshift at high hp can mean bye bye trans. What do you high hp guys normally go for? I was hoping to keep custom Fab down by going with some BMW trans but I'm not sure that is going to be all that possible. Would it make sense to spend the money to go cd009 or t56? Again least custom Fab would be great but if I "have" to I don't mind.
Also, the general consensus seems that for diffs you either go 750iL or quife lsd. Anyone knows + and - of these? Only thing I can think of is that I'ma need a custom driveshaft for the quife lsd but I think some companies make the right size for the 750 diff.
Final part is the axles. Time to go with some of these: http://www.driveshaftshop.com/import...ar-c-v-upgrade ?
Thanks for any input and mods if this is in the wrong forum let me know I can take down or move. 👍
22RPD makes a trans swap kit for big power. Tested to ~1000 wheel torque.
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1989 535i - sold
1999 M3 Tiag/Dove - sold
1998 M3 Turbo Arctic/black - current
2004 Built motor TiAg/Black - Sold
2008 E61 19T Turbo-Wagon - current
2011 E82 135i - S85 Swap - current
1998 M3 Cosmos S54 swapped Sedan - current
1998 Turbo: PTE6870 | 1.15 ar | Hp Cover, Custom Divided T4 bottom-mount, 3.5" SS exhaust, Dual Turbosmart Compgates, Turbosmart Raceport BOV, 3.5" Treadstone Intercooler, 3.5" Vibrant resonator and muffler, Arp 2k Headstuds | Arp 2k Main studs | 87mm Je pistons | Eagle rods | 9.2:1 static compression, Ces 87mm cutring, Custom solid rear subframe bushings, Akg 85d diff bushings, 4 clutch 3.15 diff, , Poly engine mounts, UUC trans mounts W/ enforcers, 22RPD OBD2 Stock ECU id1700 E85 tune, 22RPD Big power Transmission swap w/ GS6-53
I had a T56 magnum in my car. 1.30 60 foots and never hurt it. If you actually want to go fast, an auto. An E36 with 750 whp would be a high 9 second car with a C4, Powerglide, or TH400.
Gs6-53 is used in oem applications with 600+ ftlbs and 4500+lbs. which is a twin turbo v8 which makes torque really low.
Like I said I’m running 46psi boost, making 1000 torque to the tire...... that’s Atleast 1150tq to the clutch. No problems. Plus the trans I paid 250$ for or something.
Additionally used in several diesel truck applications.
It will hold whatever your 3200# car will make.
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Last edited by vollosso; 11-01-2018 at 03:13 AM.
1989 535i - sold
1999 M3 Tiag/Dove - sold
1998 M3 Turbo Arctic/black - current
2004 Built motor TiAg/Black - Sold
2008 E61 19T Turbo-Wagon - current
2011 E82 135i - S85 Swap - current
1998 M3 Cosmos S54 swapped Sedan - current
1998 Turbo: PTE6870 | 1.15 ar | Hp Cover, Custom Divided T4 bottom-mount, 3.5" SS exhaust, Dual Turbosmart Compgates, Turbosmart Raceport BOV, 3.5" Treadstone Intercooler, 3.5" Vibrant resonator and muffler, Arp 2k Headstuds | Arp 2k Main studs | 87mm Je pistons | Eagle rods | 9.2:1 static compression, Ces 87mm cutring, Custom solid rear subframe bushings, Akg 85d diff bushings, 4 clutch 3.15 diff, , Poly engine mounts, UUC trans mounts W/ enforcers, 22RPD OBD2 Stock ECU id1700 E85 tune, 22RPD Big power Transmission swap w/ GS6-53
Yea, the car is planned to be a fun weekend streetcar so I just want to keep it manual. Not looking to beat 1/4 mile times or anything like that at the moment.
Did you find a kit of some sort for the swap or did you have to do it all custom?
Sorry im a little confused, so you used the gs6-53 trans or did I miss something on their site?
Last edited by ameld608; 11-01-2018 at 11:50 AM.
For one pass on the dyno, i can make 50psi hits on the dyno and not grenade my ZF, just like i can make the same hits on the street blowing the tire off it wont hurt the trans. until you dead hook and no lift shift that trans im still convinced the t56 magnum is the way to go for a manual.
Eh I prefer the ratios of the gs6 and the price point over the t56.
Honestly, I think both will handle everything. Maybe the t56 will handle more but until we start breaking either it’s hard to say.
Why don’t we set you up with a gs6 kit and let you try and break it
Sent from my iPhone using Tapatalk
1989 535i - sold
1999 M3 Tiag/Dove - sold
1998 M3 Turbo Arctic/black - current
2004 Built motor TiAg/Black - Sold
2008 E61 19T Turbo-Wagon - current
2011 E82 135i - S85 Swap - current
1998 M3 Cosmos S54 swapped Sedan - current
1998 Turbo: PTE6870 | 1.15 ar | Hp Cover, Custom Divided T4 bottom-mount, 3.5" SS exhaust, Dual Turbosmart Compgates, Turbosmart Raceport BOV, 3.5" Treadstone Intercooler, 3.5" Vibrant resonator and muffler, Arp 2k Headstuds | Arp 2k Main studs | 87mm Je pistons | Eagle rods | 9.2:1 static compression, Ces 87mm cutring, Custom solid rear subframe bushings, Akg 85d diff bushings, 4 clutch 3.15 diff, , Poly engine mounts, UUC trans mounts W/ enforcers, 22RPD OBD2 Stock ECU id1700 E85 tune, 22RPD Big power Transmission swap w/ GS6-53
To reiterate Frank's point, torque is the measure of resistance to rotation. Without traction there is no resistance, and thus no torque. If your spinning the tires the motor is just accelerating against the inertia of the drive train. If you were to actually make one of these IRS car hook, like front tires in the air hook, you'd start breaking all kinds of stuff.
This is why in a traction limited car like an E36 an auto will be so much faster. If you put 1000 hp into the trans the manual car will make 875 or whatever to the tire but its in short spurts in each gear and is shock loading everything with every power pulse and gear change. The auto will only put 800 of it to the ground but it does so from start to finish with no interruption of power and the converter acts as a capacitor so there is no shock loading anymore. The result is you go a lot faster A-B, you have traction again, and you stop breaking everything. But I digress...
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