600 plus parts.

 

Since the 4.45 are limited, would the 4.05 also help with the TQ on a turbo like the 6758? Do you sell the 4.05 gearsets or have a place you get them from?

 

I have a lot of 4.05 cwp. The 4.45 if you do the math is a significant higher ratio change numerically compared to 3.8. so i dont think 4.05 would make a big enough change.

as the failures I see on big power turbos are broken third gear teeth, and the split case which I thought at the beginning was caused by deflection of the main shaft, is in reality caused by broken teeth getting jammed in the pocket.

if thats what I see then I am saying reinforcing the case wont do anything.

changing the gear for a higher strength gear would be a good idea, and could improve the "torque capacity" of the actual gear. But as you make one part stronger, you make another part weaker. Which part? I have no clue. But I am sure there would be a whole lot of willing testers to find out.

No one however will be willing to pay 3000 for the higher strength c r gears and then another 1000 or so to get it built into their transmission.

or am I wrong?

haha group buy. I dont think so. Remember the 573578 pages of the Shep thread. The OP did an honest job trying to get people interested in that.

failed.

 

speaking of which is anyone on here one of the ten folks who purchased the F40 FMSR transmission group buy or the september group buy on 4.45 transmissions?

 

I bought an F40 with LSD from FMSR in mid-July and didn't get it until mid-November. There were parts availability issues, part manufacturing issues that they caught and needed time to correct, and delays hearing back from them, including some unresolved financial details from my order that are still ongoing after more than a month. The people that ordered might be waiting a while. While working with FMSR, I got the feeling that their business has outgrown their physical size, and I felt like I needed to stay on top of them about things.

 

Hows the f40 treating you? Did you buy zzps kit to go with it?

 

Not sure that the FSMR F40 deal works without the ZZP kit. Interesting. Good luck with it Stamina, sub'd for your report.

 

Yes, I bought ZZP's kit. I opted for the dual mass flywheel and got rid of the Fidanza this time around. I'm still installing it right now, so I can't report back on it just yet. I may report back on the experiences from doing the install though in a thread. There have been several things pop up that have caused delays.

So far to include:
- Finding a new F40 TOB

- Finding a replacement "elbow" that is compatible with this year/type F40

- Old/corroded seals on the F40 from FMSR, along with media in the transmission from one of the sides not being taped up. Went and bought new seals to ensure I don't have future problems, and cleaned out the transmission as best as we could.

- Wrong flywheel bolts from ZZP (sent me the stock ones when I needed some smaller allen ones). ZZP made quick amends here, but we're still considering reusing the ARPs I have.

- Clutch cables from ZZP with an incompatible grommet and finding a legitimate solution around that. ZZP stated to cut to fit. We felt there were better solutions, so we're doing a workaround.

- Engine mount from ZZP without the rubber "catch" like the stock one has (not necessary but would be nice piece of mind)

- Some alternative bolts needed rather than the ones supplied, for general strength assurance and quality purposes

- A mounting/separation issue with the turbo brace. ZZP advised to completely remove it and run without it. I did that for one day after the ZFR swap a year ago and had terrible vibrations around 3,000RPM, so that's not an option as far as I'm concerned. We're going to be fabbing a workaround to keep a brace there, especially with all the weight back there, and it acting like an arm, causing a harmonic.

 

Definitely keep us updated, maybe even start your own thread because I don't think anyone has done a detailed review of a f40 install here yet.

 

What turbo are you running again Stamina? Sorry, it's been a while so I forget. lol

Reason I ask is because I'm curious as to what your plans were to utilize the stock turbo support with an aftermarket turbo. I've been planning on doing something to make it work with my efr but I never got around to a good solution for it yet.

 

I've got the ZFR. I was able to get mine to work with the ZFR with some adjustment. This is just going from memory from a year ago now, but I seem to remember that the stud on the turbo side is actually on the stock O2 housing, not the K04 or ZFR turbo's exhaust housing, so there wasn't much difference besides adjustments needed if you keep the stock O2 housing.

 

10-4 on the brace. Good for you. Sounds like ZZP have been the "go to" guys for the trans deal.

 

Yeah, I may do that. I've got some thing to report on the Fidanza flywheel and ZZP/Southbend Stage 4 clutch after pulling them out with 20,000 miles on them too.

 

Me and Japeatr couldn't get the stud off of the control arm on the stock turbo, and there wasnt a spot to connect it anyways on the zfr housing.

 

Thanks! Yeah, I bought the trans from FMSR back in July, and bought the conversion kit direct from ZZP about the same time too.

There were a few changes they were still making with their kits during that time, so FYI for people that bought them around that time or earlier - there may be some revised parts that may be handy to have, such as a revised shift cable bracket and shift adapter bracket.

Also, while brainstorming, I forgot to mention:
- The kit was lacking a clutch alignment tool. ZZP graciously modified an AT03 they had and sent it to me, but somebody who's doing this will need to come up with one that'll work. To my knowledge, ZZP doesn't carry the proper one for this.

- The very bottom of the F40 shifter assembly/base needs to be detached/discarded and used with the F35 bottom/base. Additionally the bottom of the shifter boot will need to be removed from the F40 trim/guide, and re-sewn/stapled to the plastic guide to be used with the stock shifter opening trim.

- The axle they provide is for the driver side, though it appears to fit fine for use on either side of the F35 or F40. It's effectively dimensionally identical to the stock SS/TC axles, and splines are identical too. ZZP confirmed you could run stock SS/TC axles with the F40 swap if you wanted to but the included axle is hardened. Why they included 1 that's identical to stock, yet hardened, and only for the driver side, and not 0 or 2 of them, seemed odd/confusing.

 

I haven't actually seen any zfr's with the support stud cast into the turbine housing so I'm sot sure that it's that simple.

Any way you can take a pic of yours the next time you're under the car?

Exactly.

 

so you got a used f40 from Rudy, what mods did they do to it?

 

I'm not talking the ZFR's housing, I'm talking the actual stock O2 housing/elbow that connects between the K04/ZFR turbine housing and the downpipe.

Yes. I bought mine before Rudy@FMSR had found some of the last new F40s that went towards the group buy. ZZP doesn't rebuild theirs, and I wanted some peace of mind and an LSD, so that's why I went with FMSR.

Mine was originally destined to be a "Stage 1" with the inclusion of an LSD. Due to the changes over the last half a year of what is grouped in Stage 1 and Stage 2, and the delays mine went through causing Rudy to want to help compensate me, mine is more of a Stage 1.5 now. It's got all of the current Stage 1 stuff, but has been cryoed and shot peened as well. Rudy also commented about the custom bearings causing a delay due to improper heat treatment and becoming evident during assembly, and those are used in the Stage 2, so if they were used in mine I may actually have what's basically the Stage 2 now then.

 

Im hearing that there maybe another company looking into doing a rebuild/upgrade program for the f-35's. Hopefully they will have something out before long.

 

The mounting stud for the turbo support bracket is cast into the turbine housing of the turbo brotha, not the o2 housing. Unless you're saying you modified the support bracket to mount up to the o2 somehow that is. Either way, I'd still be curious to see pics of how you did it..

 

x2

 

x3. I was ready to have my shop fabricate some kind of bracket when I thought my zfr turbine housing had cracked. It turned out to be just the gasket that failed. Before knowing that I thought that too much stress on the turbo & turbine housing was the cause due to the unsupported weight.
Would still make me sleep better to have that issue tackled ;-)

 

Alright. Well I'm fine with the possibility I'm mis-remembering what I did a year ago. lol Either way though I can report back on what we come up with to make it work for the ZFR plus the F40. Then it'll be twice as informative. lol

 

i keep hearing about upgrades, but who is going to pay for them and what are the gains. 600 plus parts is our price for a rebuild, thats pretty decent based on what I know. That said, local shops will always have an advantage with no shipping and the ability to re and re the trans.

But upgrades:
cyro treatment? limited value on a machined case, may lead to issues.
rim finishing or cryo treatment of gears? good value for friction reduction, but the gains are not going to be huge, and adds to the cost.
add shot peening to the list.

now all these treatments require complete disassembly of the gear box, then ship the stuff out, unless you live in central Illinois for example near 300 below who pioneered this cryo treatment starting in 1966? Then wait for the stuff to come back ( more shipping) and then reassembly.
at least 175.00 in essential parts that have to be used including crush sleeves and gaskets, peen nuts and anerobic sealer.

at some point, there has to be a factor for experience in here; its not just the service tools required, its the experience of seeing many different things and avoiding pitfalls.

we wont ship trans out without new axle seals, roll pins TOB and clutch pipe, sometimes requiring the support sleeve for the clutch pipe.

Then lets review stronger gears and costs; at 3000 for a set of three stronger close ratio gears (minimum order three sets I am guessing) that for sure take care of the weak third gear that breaks, plus say 500 for a used 4.45:1 gear set, we have suddenly arrived at about 5000 dollars plus the price of cryo treatment, rim finishing etc. Plus a wait for the parts (c.r gears to be made and cyro) and allow a few extra bux for the inevitable "where is this part ?it must have lost in shipping to cryo"

And remembering the Shep thread? It went on for months and ended up no one stepped up to buy an "upgraded" transmission. It seems to me that 1900 exchange for a rebuilt 4.45 trans is a gift by comparison, plus shipping ( another 300 at least two ways) it adds up and folks stretch to reach that. New? 4,000 plus shipping no treatment.

This is not a good business case as the market is very limited, we sell one or two trans a month. Folks like Colodude and Stamina are rare. And patient.

For my part, I am looking into making some 4.45 crown gears as there are some pinion gears available, and the crown gear is a relatively simple part to make. But my good buddy Ronnie who makes gears, is a car guy like you and me and prepared to dick with it for limited gain. But when its time to make the gears, if we reach that point, Ronnie may well be busy making gears for million dollar orders, and I will be be parked into the "nice to do when we can get to it" list.

PS its a pain in my butt all these boxes and carts of gears and cases to sort through to harvest good parts, as a new gear set runs 700 per ratio stock, and folks wont pay new prices...I need a 12 x12 storage shed just for gears. OH! Gotta be heated too, gears rust.

 

poor transmissions.. lol