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Thread: My 6 speed blogger. Swap complete! vids inside

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Posts: 221-230 of 439
2011-01-22 05:40:12
#221
Originally Posted by Coheed
Now here's the goods. The measurements and predictions on what this transmission can handle. Here are some pics of the transmission with the case off.


Oil baffle and gear stacks.


You can see in this pic the P11 input shaft vs the RS6 gear stacks. Notice 3rd gear on the p11 is gone?


Here is a main shaft vs main shaft pic. I kept all the pics their original size because I hate people with dial-up. Seriously though, this gives a better representation of the two gear stacks against each other.


Here is the measurement of the main shaft on the p11 transmission. about 25mm or so.


Now here is the RS6. A full 5mm larger main shaft! 30mm!


P11 on the right, RS6 on the left. You can see the extra girth given to the 6 speed transmission. The gear teeth are thicker, even though the gears aren't that much wider. But 1-3rd are much thicker gears on the RS6 transmission. 4-6th are much smaller in comparison so I wouldn't say they are a massive improvement. But the teeth are larger and the larger shafts should prevent flexing in the shafts that causes gear-spread.


Here you can see a P11 input shaft on the left vs an B13 shaft on the right.


I thought the p11 gears were the same size but I was wrong. Here you can visually see how much larger the P11 3rd gear is compared to the B13. I'd say that is pretty significant.


So bottom line, the P11 gearstack up to 3rd looks to hold safely 350whp all day with the right clutch and heavy shockproof. A big improvement to the 250-300whp from the B13 trans that people break, even at that power level. A P11 if treated right will handle 400wtq as long as wheel hop is completely avoided, but it won't do it for a long time. But then again, I don't expect the RS6 trans to keep 4th gear in it at that torque level forever. It will do better though. Probably a step over the P11, just like the P11 was a step over the B13.

So I'd say if you were building a car it looks like this:
<300wtq B13/B14
<350wtq P11/B15
<400wtq RS6

Of course the vehicle weight has a lot to do with the longevity of the transmission. Heavy cars will shorten transmission life. So an RS6 in a B13 weighing 2500lbs or less would likely last for years and years of abuse. In a P11 though at the same power levels, it may not last as long. My research has shown that very few have broken the RS6 transmission, and those guys were making over 400lb torque with a Maxima's fat ass. So obviously it didn't last. I'm sure I will be the first to break one though, since that's how we do things here lol. So You guys will be the first to know when, or if, I do!


from previous page.
2011-01-25 21:46:33
#222
I broke my P11 tranny on the dyno'.

Weight is not a factor on the rollers, but the torque is.

The tranny was prepped, i.e. cyro'd and shot peened gears and on HD Shockproof.

It would not take the torque (about 500 lbft at the crank atthe last reading before it gave up) and ripped the teeth off 5th gear.

I hate FWD trannys!
2011-01-25 21:48:40
#223
Originally Posted by Bull
It would not take the torque (about 500 lbft at the crank at the last reading before it gave up) and ripped the teeth off 5th gear.


Don't we normally dyno in 4th?
2011-01-25 22:06:57
#224
Originally Posted by Bull
I broke my P11 tranny on the dyno'.

Weight is not a factor on the rollers, but the torque is.

The tranny was prepped, i.e. cyro'd and shot peened gears and on HD Shockproof.

It would not take the torque (about 500 lbft at the crank atthe last reading before it gave up) and ripped the teeth off 5th gear.

I hate FWD trannys!


I am 100% sure the P11 tranny you have is not the 00-02 P11 tranny. The P11 tranny you have is the 99 P11 tranny we get here.

I have never gotten a US style 00-02 P11 tranny from Japan or Europe.
2011-01-26 13:51:53
#225
500lb of torque and 5th gear is a no-no on a dynojet. With 500lb tq you have to be making like 600hp+
2011-03-01 00:12:08
#226
Ok, so my experience with the cv axles has been a little different.

A few months back I put together my driver side CV axle using the spec V inner shaft, and the SR outer joint. Everything went well. And several months passed and I finally got to doing the other side. The other side was frustrating.

The passenger side axle shaft is physically larger going into the outer cv than the drivers side. The SR outer will not fit the Spec shaft, it is too small. So i tried to swap the whole sub-shaft from the passenger SR axle, and just use the Spec V carrier/inner cup. But the inner joint used on the spec axle is also a different style.

The spec V axle inner joint has 6 ball bearings, where the SR inner joint utilizes 3 different style bearings. I even tore a spare p10 axle apart, it uses the same inner joint as the Spec V. So I am trying to figure it out. Perhaps it will cure someone else's headache lol.
2011-03-01 00:32:54
#227
Seems like u will be looking for b15 spindles
2011-03-01 04:55:29
#228
It looks like the remanufactured cv axles i got, are reman new axles. Not OEM, like i had originally planned. The two china-built new Cardone axles I have here are the right size. But the cheap circlips they use to hold the outer CV joint on are impossible to get loose. I got one loose by pounding the cv off with a hammer, really hard. The other joint shattered, circlip still in place

So I am currently looking for another set of CV axles. I need at least 2. The Spec V axle on the passenger side has a very bad carrier bearing, something that should have been noticed during remanufacture. So I will be having that replaced.

It looks like the china Cardone for the passenger side does have the correct spline count and size. It is interesting to see. If the outer joint on the other cardone axle hadn't shattered, the axles would be all together now.
2011-03-02 21:37:39
#229
Ok guys I got it figured out. The 91-94 axles must be used. The b14 may not have the correct outer cv joint, nissan pulled a switcheroo on us on some of the b14s.

LSD axles for a 91-94 sentra should work correctly, and I will verify this in two days. This will save someone a lot of headache and some $$$ in the future. Keep stock Classic axles, and put outers from those onto stock spec axles. Done.
2011-03-03 00:13:37
#230
Originally Posted by Coheed
Ok guys I got it figured out. The 91-94 axles must be used. The b14 may not have the correct outer cv joint, nissan pulled a switcheroo on us on some of the b14s.

LSD axles for a 91-94 sentra should work correctly, and I will verify this in two days. This will save someone a lot of headache and some $$$ in the future. Keep stock Classic axles, and put outers from those onto stock spec axles. Done.


great info, thanks for figuring this out. We need to condense all these combinations of axles into a sticky
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