I've been looking around for cheap 5 speed options and this one seems doable with an adapter plate. They are plentiful and cheap and the Nissan guys seem to be able to hold decent power on them. Here are 3 pictures comparing the FS5W71C to the 904, A833, and T-5.

904 vs FS5W71C


A833 vs FS5W71C


T-5 vs FS5W71C


Thoughts?

I'm also starting the adapter plate design process for the slant six side and does this drawing confuse the heck out of anyone else? I design and machine custom parts for a living and this drawing leaves me scratching my head. Does anyone have a drawing with cleaner dimensions? Maybe a dxf?

The adapter plate : /6 to new trans is the easy part.

Trans mount/torsion bar mount adaptation is much harder.

Throwout bearing actuation is much harder.

I would get a slant bell and trans mount and start there

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Yeah....Im the one who destroyed this rare, vintage automobile.....

The trans mount will be sporting. I haven't been able to hold one to check out what's required.

I figured I'd be using the stock slave cylinder setup and adapting the Nissan flywheel.

If the slant bellhousing will only get me the bolt pattern, I'd rather spend my money elsewhere. The Nissan transmission has a semi integrated bellhousing so I wouldn't be adapting the the slant bell.

Sounds like a nice idea to me, if the trans is plentiful and/or well supported. Dimensions look good. For me, the plate would be hard and the mounts easy. If it has its own slave cyl, that sounds relatively easy too.

What vehicles did this trans help drive?

Lou

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Home of Slant6-powered fun machines since 1988

Nissan used that trans in lots and lots of cars and trucks and with several bellhousing patterns. Although it doesn't usually break they do seem to wear and develop poor shifting sooner than a comparable Toyota W-series gearbox. I was happy to find that my Nissan's gearbox is the larger FS5R30A. If driven with care the small Nissan gearbox will likely live just fine, but I wouldn't try drag racing with one.

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Joshua

Also the W58 Toyota trans has a removable bellhousing which may make it easier to adapt.

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Joshua

I forgot about the W58. I had collected side profile and dimensional data for it as well.

904 vs W58


I thought the tricky thing about the W58 was the short input shaft.

I added length to the input shaft of the Ford 5 speed I used.

Machine a counterbore in the extension that heatshrinks and glues onto the too short input shaft.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I guess at that point it would come down to spline engagement length.

It was long ago when my kids were learning to drive my column hift 3spd 65 Valaint that I decided to upgrade to something they could respect.

My methodology was: 1) find a cheap 5 speed
2) remove 3 speed for the day and compare
3) Note steps necessary to make 5 speed fit

4 set aside 2 days and $110 to do the job


I know that sounds simple ....and it is. I found there was only 3 reasons the 5 speed would not just bolt into the car. I dealt with them (using hand tools) and the job was done.

My advise: only look at the obstacles to boltin in their simplest form.(Ie input shaft too short).....and focus on a simplistic cure.

Make sure you have plenty of a good IPA on hand......and the kids are all off snowboarding...you will be fine.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

The front bell housing of those Nissan five speeds can be removed but it is integral to the case. The four speed from the 240Z and older Datsuns is the same basic design. Some swap the front part to use the improved rear portion with different Nissan block bolt patterns. The later five speeds have a larger bearing and are stronger, especially those from the 240SX. I think part of the wear and noise complaints with these transmissions is many owners aren't good with a manual transmission and neglect maintenance. I don't know of any particular weakness in the design. I have one in a D21 and it rattles on deacceleration.