Thread: P11 Transmission Article

If you dont mind me asking, what was the cost of the trans, the LSD, and all the cleaning, cryro treating, and wpc treatment, and all the new parts installed inside this now basicly better than new p11 trans?

Just curious. Again I know what the cost of the swap can be done for now that things are readily available. Again if you take your time to find deals it can be done cheaper than you think.

Either way good stuff. We can agree to disagree on the oil choice. All im trying to do is help you guys out with some suggestions. Not to put what you guys do down.

Hey Steve, thanks for linking your article to the forum, i was prob going to click on MotoIQ and have a look soon

I have a p12 sr20ve box in my P10, and yeah I was aware its a bit of a heavy lump, never got around to weighing it.

There are a lot of minor issues with fitting the 6 speed, its a strong box, but def not a bolt in job. In regards to a p12 crossmember, they are defintatly different, when i originally did the conversion i had a crossmember too.

I found with the 32 series box that the JDM 1.8litre primera box has a 3.8 final drive, and has a larger diameter 3rd gear which seems to be a bit stronger. I was drag racing, 450hp, 2nd gear burnouts and flat shifting with launch control running 12 flat and never broke one ( 100's of runs).

Off to read the article now, have fun and keep racing.

Steve, again to let you guys know, I read pretty much every article you guys put out and enjoy them very much. Very informative and insightful. There are only a select few times where I see old or misinformation pop up. Most of the time all the articles are spot on.

Again I enjoy them and will always continue to read them. You, Mike, and several others have been around and I respect what you guys have done and are still doing. Just trying to throw some insight and help out there when I can.

Ashton swoops in to save the day again

I do not care what anyone says, no street/drag pounding is going to equal the abuse of what 1 lap around a high G track close proximity track such as Willow or VIR. Worse so stop and go tracks where you have to launch out of 2nd gear corners...........Until one has done 20min hot lapping tucked up under the bumper of another car hopping FIA curbs, my statement still stands.

I have seen those curbs put huge cracks in Aluminum ENGINE blocks, rips mounts from their perspective chassis and engine in a ITA integra, seen lovely CCW forged wheels literally separate from the center hub on a AS mustang, seen uprights literally shatter from the force of a E-Pro RX7 1st gen from coming down with full body force from hopping a curb, and spinal injuries from the pounding these curbs in a Ex Speed Challenge PPG prepped E46 M3 and seen a 160+mph off of a Galant VR4 at Summit a few years back when his left front rotor literally EXPLODED once the brakes were applied (fuck, that was scary watching it above turn one as I think he almost took out one of the GT1 front runners)!

Ashton, no offense, but you have no grounds unless you have done W2W racing.

It's funny, if you do 1 (ONE) 20min lapping session, it is the equivalent of doing 100 drag races if you are a 12 sec car and 120 races if you are a 10 sec car. That's what, 3-5 full drag seasons?? And don't forget, for a full weekend, multiply those 20min sessions by 3 or 4........

I don't think people will ever grasp that idea (in addition to the many others Rockwood layed out) unless you actively partake in W2W racing and open lap days

I sure as well do not want to be looking for custom axles or hubs when one does eventually fail from hopping all those curbs and it cost you hundreds and maybe thousands to have one custom made and shipped out.........Not to mention engine mounts that may fail, not finding pads for the brembos, etc. It becomes terribly nonsensical if one of those custom parts decide to give up the ghost during a weeekend...............

@Rockwood, what is the 6 speed going into?? I see you notioned to an idea in your article but never fully developed that story

I'll answer this one since it's my project. All those goodies are going in my SE-L....whenever I get around to finally getting it off jackstands. It's been over a year now Too many projects, too little time. Plan is to build a low-buck turbo engine and test a few different T28's on it.

I am going to assume they are in it for less than $1000 since they already had the diff, they do lots of work with Technosquare, and the treatments they used were only a few hundred since they did it in bulk. So for almost 2K more for a weight penalty, complexity and not easily sourced or cheap parts??

No thanks............


Also, who has time to be shopping around the forums and finding deals while you are at the track with a broken diff?? Or who has the time (and space,which they mentioned) to stack up on spares in the truck which consume space, burns more gas because of extra weight, etc?? They had the resources at hand to build another box for cheap, so why not?

So lets see

2 boxes for less than $1800 and tons of space with minimal spares
or
1 box, with tons of spares, less space, more $$ in swap upfront and even more $$ in spares for well over $3000??

The choice is simple in my book

This is a prime example of why OGs do not post here.

Took the words right out of my mouth @Kyle. That is EXACTLY what I thought last night after I posted

Conservatively we're at about $1,200 minus the Nismo LSD, which is the part that will prevent most from being able to duplicate what we did. The good news is that these units are rebuildable, so the hardcore peeps that want to do this can hunt down a used unit.

Boostlee hit the nail on the head. Though total costs may be close, everything else about a 6-speed swap makes absolutely no sense for us. Again, our choice is best for our environment/application. Less weight, better LSD, and lower costs when things break.