Kombi with EZ30 and Subie 5 speed transmission

How about this for a great conversion. Danny in Christchurch put this EZ30 3.0 litre 6 cylinder motor and matching Subaru 5 speed into his 76 Bay Kombi.

Two Honda Civic radiators in the back with Subaru fans controlled by the factory ECU - and no cooling problems.

Maybe some low profile exhaust manifolds in the future and it's sweet!

sweeet!

Hi

That looks like it would be fun.

Steve

Well done,nice work.

does he have a build thread?

Nope...wish he did. He is going to do a drive video for us though - should be sweet.

test new username

this will fly....

wonder if that combination would fit in a type 3 wagon???

Yep I reckon it would easily fit. Here's an EJ22 in a type 3 notch with Subie 5 speed.
The EZ30 is a poofteenth longer and check out how much space is still left :

Todd, are you looking to do the 6 speed mid mount kits soon ?

http://www.sakercars.com.au/aus_gallery.htm

Seagull 6 speed splitcase or 6 speed STi truck gearbox?

I am making my first locking spools for the splitcase 6 speed and have already done the subaplate (with special cover for the shift rod) for it.
The Subaflanges already fit the 6 speed split case.

I am not touching the 6 speed STi - there is no need, it is too big and heavy, can't be shortened enough and is expensive.
There's plenty enough strength in the splitcase 5 speed and 6 speed boxes, even more so in a 2WD setup.

so whats a 6 speed sti truck gear box ?

I am talking about the split case box

send me price Todd on the parts please

STi truck gearbox is the 6 speed you get it the STi's. Much larger than the boxes we know and love...and much heavier, hence I call them truck gearboxes.
Prices for everything are on the website www.subarugears.com in the products section. 6 speed stuff is the same price as 5 speed stuff.

ok , now you have confused me

leave the truck gear box out of things you confuse me

so you will be making the 6 speed & the blanking plate soon ?

re split case 6 speed, are they all not split case ?

I already make the 6 speed locking spool, blanking plate and cv flange adaptors for the 6 speed.
I will be doing the 6 speed ring and pinions soon, have already tooled up, just waiting for market demand to be there before I do a production run.
They are the same as 5 speed, just a longer pinion to accomodate the extra gear.
I will probably have them available towards the end of the year.
By the way, I now have 3.9, 4.1, 4.4 and 4.86 ratios for a greater range (notice the VW Syncro ratio in there).

re split case 6 speed - there are two types of 6 speed. The split case 6 speed, which is the same as the split case 5 speed, just squeezed another gear into the same housing. Bigger first, constant mesh reverse, cable shift. As fitted to 2011 and newer petrol and diesel Subies. The second type of 6 speed is the STi 6 speed which has been on the STi's since around 2004 or whatever. It is not split case, it is a solid case and stacks together front to back. Totally different design gearbox.

The EZ30 sump is already short thats a win


do you have any photos of the 6 speed parts Todd ?

seagull wrote:The EZ30 sump is already short thats a win


do you have any photos of the 6 speed parts Todd ?

Here's the Subaspool, Subaflanges and ring and pinion for the 5 speed. 6 speed Subaspool is the same except has smaller splines for the gearbox driven shaft. Ring and pinion is the same but a touch longer to fit the 6th gear. Subaflanges are the same.



Here's the 5 speed Subaplate to close off the box when you remove the center diff and transfer gears from it :



Here's the 6 speed version which adds a cover over the shift shaft stub to keep all the oil in :



Note the 6 speed uses cable shift. Also note the 6 speed is a touch longer than our shortened 5 speed as it still uses the full center diff housing. This is fine for Kombis and T3's. We are still working on adapting the shortened center diff housing and shift rod to get the 6 speed short enough to fit beetles without cutting through the torsion bar.

This may be of interest Todd as I am keen to remove the weight of the center diff, its a large mass to have to spin up for no reason.

you stated above the 6 speed uses a cable shift, what gear box are you talking about ? you have lost me there

http://www.possumbourne.co.nz/trans_diff_parts.html

Righto Seagull, if I have lost you, with all your Subaru knowledge, I will have certainly lost anyone else reading this thread so let me take it right back to basics.

This is the 5 speed splitcase gearbox we all know and love, that I currently reverse. It has the serial numbers TY752/TY754/TY755 :



This is the 6 speed splitcase gearbox that has been produced since 2010 or so. It is an adaptation/revision of the 5 speed splitcase and has the serial number TY756. As you can see from the images, as a 4WD gearbox it is exactly the same from the outside as the 5 speed, except it now has a cable shift :





Both the 5 speed and 6 speed splitcase gearboxes are called this because they can be split in half longitudinally to get to their gearsets. In the image below there is a splitcase 6 speed at the top and a splitcase 5 speed at the bottom :



Now there is also another type of 6 spped - the STi 6 speed (affectionately known as the truck gearbox because it is so big and heavy). This has the serial number TY85... and is NOT a splitcase box as it cannot be split longitudinally. The gears are all assembled on an intermediate plate and then lowered into the 1 piece housing. This gearbox is not cable shift. Below is a 6 speed STi gearbox :



Now you posted a link to the Saker cars website and asked if I am doing the 6 speed mid mount kits soon. Here is a picture of the Saker cars and the splitcase 5 speed gearboxes they use :



So naturally you mean are you doing the 6 speed SPLITCASE mid mount kits soon - which I have shown you I am already manufacturing.

Now in your latest post you refer to a photo from Possum Bourne motorsport of a 2WD locking kit for a 6 speed STi gearbox :



I do not manufacture anything for the STi 6 speed gearbox. You will also find that Possum Bourne Motorsport does not manufacture anything for the 6 speed STi gearbox - that is why the price is listed as TBA and has been for years.

Most people have no interest in the 6 speed STi gearbox for 2WD applications because it is overkill and weighs twice as much as a splitcase box, thereby reducing performance.

In all my years of playing with subaru I have never seen the split case 6speed. Keen to find one to have a look

One issue with big HP with the split case as the 5 speed, is the bolts they strech. HT bolts over come this issue


Goes to show you you find some thing new every day !

The splitcase 6 speed is fairly new, being released in 2010 for the Boxer diesel. You can see how they revised the gear layout to give it a fat 1st and 2nd gear to cope with the low down torque of the diesel turbo. You'll also see reverse gear has been moved and is now constant mesh. The 5th and 6th gears are both overdrive gears for fuel economy. Note all the additional ribbing on the 6 speed casing to stiffen everything - no issues with the splitcase halves moving orbolts stretching.

I have one of these diesel 6 speeds in captivity, that's how I've been developing parts for them. They are now used with EJ25 petrol engines as well.

Am starting a new project here with a customer putting an EE20 boxer diesel turbo in a beetle. I am supplying him a 5 speed 'Hybrid turbo' fully built Subarugears transmission to mate up to it and prove how tough the 5 speeds are with the diesel torque. Will start a thread on it once the build commences. I think that will be an interesting read for dubbers the world over.

yep, currently I am stitting on a cosworth with 700hp at the wheels

happy to test one for you. I get on to Alibarba at track one down

what was the front diff ratio Todd ?

The diesel 6 speed had a final drive ratio of 3.9
Interesting gear ratios : 1st 3.45, 2nd 1.75, 3rd 1.062, 4th 0.78, 5th 0.63, 6th 0.56 - designed with economy in mind.

Ian droped off the kit tonight

do you know the drive flanges are cut off / ground down with an angle grinder ( gear box side )

When the transfer case ( gears & center diff are removed ) removed for the front wheel drive application. You have removed the way the gear box is oil feed to the main shaft. This will run dry and one will find blue hot spots on the bearing cages & shafts over time.

There will be some oil pick up from the main gears but nothing like subaru designed.

The transfer case is not removed for front wheel drive application.
The 4WD end plate that stops oil going out the back of the box is changed from one with an output yoke to one without an output yoke so oil doesn't spill out the back.

The trasfer gears & center diff are removed, in doing so you have removed the way oil is feed to the main shaft.

+ the drive flanges a frankly piss poor the way they have been hit by a grinder

seagull wrote:The trasfer gears & center diff are removed, in doing so you have removed the way oil is feed to the main shaft.

+ the drive flanges a frankly piss poor the way they have been hit by a grinder

Nope you're wrong. The oil level is high enough to cover the bearings. Below is how those hundreds of Japanese engineers designed this transmission as a FWD transmission originally. Then produced and sold a couple of million of them. There are no transfer gears and center diffs in these and they never had a problem:



The Saker cars you refer to in your above posts haven't had any problem with just putting a block off plate on the back.

I have cars with my conversions with over 40,000 kms on the gearboxes and no problems - pretty sure that speaks for itself.

The last guy that got a FWD conversion kit from me for his 2.5 STi Porsche 914 hasn't had ny problems...




Seems to be a pretty serious race car



Seemed to have no trouble keeping up with all these other supercars at Laguna Seca Raceway...



His flanges have some grinder marks on the stub end as well. They are covered by the dust caps and slide up out if sight. I would have thought a non-issue but I will contact Ian (the customer) directly and offer him a refund or replacement. No dramas. 😎

The front wheel drive box has a oil tray as well, you can see it in the attached DWG with the two holes feeding the needle bearings. Oil is flung up from 5th gear hits the top of the box & runs down the center of the main shaft

I spoke to one of the saker guys, they each fit a oil flinger to the back of the coupling to shoot the oil to the oil tray. They were awear of the short failings of not oiling the main shaft. The guy made a kit that he grafted together using the splines from the center diff & a peice of 16mm ally plate he brought for $10.00 LOL.

Regardless of the grinder marks,( I have machined the face now so no need to conact Ian) Best you do this as it will look better & make sure the indans file the splines out so it fits the shaft correctly so the poor basdard having to deal with the quality control get a clear run at the job.

LOL at the wing on the rear haha

LOL yeah now i agree with you! Biggest wing EVER. And 5th gear splashing up the oil does indeed feed the mainshaft. Real important to retain the small plastic fitting in the trransfer case that fits into the end of the mainshaft and helps achieve this.

I have an excellent pic of an experiment i did, closing 1 side of the box with perspex and filling with correct oil quantity. Shows just how well everything is bathed.

Thanks for fixing up the ends of those flanges, good to have friends in all the right places.

This illustrates it pretty well - 3.7 Litres of oil

it illastrates your lack of understanding what was pointed out to you.

Half the gearbox means you should use half the oil, so 1.75 L

seagull wrote:it illastrates your lack of understanding what was pointed out to you.

Seagull, as far as I can see, what you pointed out about the center diff and transfer gears providing oil to the main shaft was incorrect.

The pic of the oil fill level is just to give an indication that the DRIVEN shaft is pretty well covered in oil and the bottom of the transfer case or nosecone would have a fair level of oil in it. This oil would cover most of 5th driven gear and thus provide the splash up to 5th input gear and the main shaft.

I know you're just trying to help with all this so what suggestion/ improvements do you think should be incorporated? A slinger on the spool? A raised bottom on the nosecone? If an changes can be tried and proven to improve the product I am happy to incorporate them.

mackaymanx wrote:Half the gearbox means you should use half the oil, so 1.75 L

Yes, correct that's what I did. I actually filled it up in a series of stages, each time using half the quantity but writing the full amount on the Perspex so it relates back to the actual amount of oil people would fill.

You have a keen eye there Mackay

Hmmm Seagull what about some sort of oil flinger that goes on between the Subaspool and the pinion nut. Like a washer with fans on it or something similar. This would line up right under that main shaft area in question. Any thoughts about a design? I reckon I could get something laser cut/stamped and provide it with the kit.

Best get a move on Todd, I just came in side from stripping a subaru box that has been oil starved from lack of oil feed down the main shaft to the bearings. It was a conversion just like yours but another supplyer ( non revese cut pinon & crown wheel )

yes an oil thrower is what you need