Track whores with MRs?
#61
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Originally Posted by Mike01gsr
When you say stronger gears do you mean same size different material? What
is the estimated cost?
is the estimated cost?
Stronger gears using different materials. Still testing on metal fall out numbers in the oil samples. Estimated cost is dependent on how many people sign on.
Michael
DTM
#62
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This is interesting as i've done a bunch of track events and though I haven't had any issues I really hadn't thought about changing the tranny fluid yet. I guess I will before my next one though.
Just a thought, but I'm wondering if some of this heat is coming from aftermarket downpipes. They stit awfully close to the transfer case, way closer than the stock dp did.
Just a thought, but I'm wondering if some of this heat is coming from aftermarket downpipes. They stit awfully close to the transfer case, way closer than the stock dp did.
#63
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As can be seen in my thread from last night, I'm the most recent MR casualty as I lost 4th gear last night. I had fairly fresh fluids in there, but instead of my preferred OEM Super DiaQueen, I had BGII in the tranny. It got too hot and gave out in 4th, I guess. I was running hard, but this was around 8-830pm on an overcast evening where the temps had dropped down into the 70s, so I can't blame it on the 90-degree midday temps.
#67
Originally Posted by Warrtalon
It was all I could get my hands on at the time. Fresh as in 2-3k miles when I had the Exedy 4-puck installed, and I have only done minimal runs on the road course (no full day events) and maybe 2 autocrosses.
#68
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Originally Posted by Warrtalon
It was all I could get my hands on at the time. Fresh as in 2-3k miles when I had the Exedy 4-puck installed, and I have only done minimal runs on the road course (no full day events) and maybe 2 autocrosses.
How much stiffer than stock is your pressure plate? You are also using a 4 puck clutch. That combo and thin tranny fluid is the death for a weak tranny like the 6 speed on the MR.
I have real track proven (1500-2000 miles per year of track time) experience with weak trannies on my SE-R. I have broken 4 of them. The last one I broke was in 2004 at Cal Speedway. I kept on racing since I was leading the race and the tranny finally refused to shift and I ended up in the tire wall.
For weak trannies the reciepe is really simple:
1. Do not run a pressure plate that is too much stiffer than stock. 30% stiffer is tops.
2. Run an organic type clutch, not the four puck.
3. Use tranny fluid like shockproof heavy gear oil.
If as Jon @ TRE says that the 4-5-6 gear are small, then any stiff jolt to the gear from a stiff clutch/PP will eventually break them.
I had to learn the hard way with my race car. At first I used an ACT Xtreme pp. This sucker broke TWO of my trannies. After that I switched to a JWT pp that was only 30% stiffer than stock and to a stock clutch disk. I also ran shockproof heavy and that took care of the problem. After that I experimented with an Exedy racing clutch that was 52% stiffer than stock. BIG mistake. I broke my tranny again.
Now I am back to the JWT 30% PP and stock clutch and I could not be happier.
#70
nj1266,
What kind of gearbox failures? broken teeth? I think our problem is heat related not shock related. Although I agree with you, even Jon was telling me not to get too crazy on the clutch. He talked me down from a 3200 to a 2900 ACT. Fine with me since I don't do car bowling.
What kind of gearbox failures? broken teeth? I think our problem is heat related not shock related. Although I agree with you, even Jon was telling me not to get too crazy on the clutch. He talked me down from a 3200 to a 2900 ACT. Fine with me since I don't do car bowling.
#71
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Originally Posted by razorlab
nj1266,
What kind of gearbox failures? broken teeth? I think our problem is heat related not shock related. Although I agree with you, even Jon was telling me not to get too crazy on the clutch. He talked me down from a 3200 to a 2900 ACT. Fine with me since I don't do car bowling.
What kind of gearbox failures? broken teeth? I think our problem is heat related not shock related. Although I agree with you, even Jon was telling me not to get too crazy on the clutch. He talked me down from a 3200 to a 2900 ACT. Fine with me since I don't do car bowling.
If the 4-5-6 gears are small on the 6 speed and the teeth shattered on your tranny, then it might be the same problem that I was having.
If it is a design flaw and Jon cannot go with beefier gears, then I advise you to get a 5 speed tranny. Aside from cryotreating and shotpeening the gears, I do not think that Jon can do much to strengthen these weak gears short of changing them.
I think the mere fact that Jon suggested the 5 speed speaks volumes about the limits of what he can do with the 6 speed.
#72
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It kinda blows my mind that a car that stands for Mitsubishi Racing has a tranny weaker then the normal car. I guess this might be jumping the gun a little, but it's not looking good.
Last edited by Mike01gsr; Jul 24, 2006 at 09:56 AM.
#74
Originally Posted by nj1266
I think the mere fact that Jon suggested the 5 speed speaks volumes about the limits of what he can do with the 6 speed.
Approx $1500 for 6spd rebuild/shipping/fab Vs. $2925 for a 5sp with shipping and however much the 5spd shifter/linkages/mounts cost. Plus I would still get a oil cooler for either one, which is another $500 or so on top of everything.
You also have to think about the issue of ever selling the car... is it a MR or GSR or a GSR+?
#75
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I always thought that the 5 speed was a getrag transmission and the 6 speed was Mitsu sourced. The way it was explained to me was that Mitsu commissioned the 5 speed for the American market because of reliability issues with the 6 speed in overseas cars, and we tend to place more on reliablilty or harder on cars as a consumer group. Can anyone elaborate on that? This isn't to be taken as gosbel, just trying to straigten out my facts.