hahaha...i got a JDM Turbo Trans in mine...and it was in my sig....
Bull[shizzle]. There was no "JDM Turbo Trans", the 2.2L was never sold in Japan, period. Japan did not get a turboed 1st gen 6, either. It's my understanding that the Japanese thought of the 2.2L as a "Truck Engine". If your trans is from a 2.2L turbo, it is not from Japan, period.
Well I have no way of telling if it's "JDM" just that's what the company does, imports engines and transmission from Japan and that's what they called it. It didn't have a fitment problem with axles, since the non-turbo's are smaller....so who knows. :shrugs:
You're absolutely positive that there was never a Mazda with a F2T that was made available to the Japanese market? I'm not saying I don't believe you, just that it's hard to comprehend when there were so many models out there with this engine....
89 MX6 GT - Goes like stink
88 626 4WS Turbo - Stock and staying that way
But you actually HAVE one. The people who promise disaster are ones who wouldn't know their ass from their armpit (or know a selective transmission from a progressive transmission).
In my experience with transmissions, when there are stronger ones based upon weaker ones, it is almost certain that the strength upgrades were to to the case, not to the gears.
Aluminum cases are susceptible to having bearings pounded deeper in recesses when using helical gears (all your gears are helical except for maybe reverse -- that's why straight-cut gears make that whining sound when you're backing up). So the manufacturers beef up the cases to handle more torque.
Interesting thought. I know this is certainly the case in VW transaxles. The "beefier" bus trannies have more gussets in the transaxle case than the bugs do, but the axles and everything are the same.
I dont know about case strength of the g series F2 vs. KL, but from visual inspection it appears the V6 does indeed have more gussets.
I have recently been thinking that I can actually strip the internals, including diff, from a 1G n/a and put them into my V6 case..
I had a hunch about the 2g 4 cyl gearsets, and this was indeed correct. I recommended it to a friend. He kept ONLY the V6 case and gutted a 4 cyl 2G tranny and the end result is a very good working unit. The interesting thing is that a 2G 4 cyl probe/mx6 is commonly referred to as an F series, not G. I know this can also be done with the new ford escort ZX2 trannies too, and I can use a MSP LSD if it's matched to the correct final drive gear of my tranny, and with other small mods.
The G series trannies are very interchangeable, in a way I'd almost rather have one of these than an H series due to the fact that I can find parts in virtually any yard, so long as my case is still intact.
You're absolutely positive that there was never a Mazda with a F2T that was made available to the Japanese market? I'm not saying I don't believe you, just that it's hard to comprehend when there were so many models out there with this engine....
You will note that absolutely nowhere does it mention a 2.2L turbo engine, or a 2.2L engine at all for that matter. (When mentioning models, they usually show things like "2000DOHC" which means 2.0L DOHC). There is no 2200 to be found anywhere.
C2GTR noted in another thread that 2.2L engines were unpopular in Japan because the amount of tax and insurance in Japan was decided by engine displacement in 0.5L increments. I.e. 2.0L got one tax/ins level, everything up to 2.5L got another insurance level.
Whoever billed your tranny as JDM was bull[shizzle]ting you. Again, there was no F2T sold in japan, ever. The F2T was for North American and Australian markets only. You'll note that no European member here has an F2T, because they simply were not sold there.
the strength upgrades were to to the case, not to the gears.
Aluminum cases are susceptible to having bearings pounded deeper in recesses when using helical gears (all your gears are helical except for maybe reverse -- that's why straight-cut gears make that whining sound when you're backing up). So the manufacturers beef up the cases to handle more torque.
Quote:
Originally Posted by rebel
Interesting thought. I know this is certainly the case in VW transaxles. The "beefier" bus trannies have more gussets in the transaxle case than the bugs do, but the axles and everything are the same.
Sorry to pick nits, Brandon, but the VW cases, both beetle and bus, are not aluminum.
[nit pick back]i know they have a lot of magnesium in em, but werent they to an aluminium/magnesium alloy? theres almost sure to be some magnesium in the modern alloys to stiffen them up. certainly the only time pure aluminium is used is in large over head power cables, and maybe some good quality heatsinks. its just too soft for most anything else.[/nit pick back]
did anyone mention that it could be from the turbo fe(2.0) 8 valve out of the even earlier shape, the torque output in that would likely have been highish even if the power output wasnt stellar...
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