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Found 5 results

  1. All prices include GST. Complete Rebuild: This rebuild addresses some inherent weaknesses in the 6 speed gearbox if you’re chasing more than standard power, but want to retain the otherwise very nice 6-speed unit. The narrower gears are weaker than the 5 speed gears. Shot peening and ISF/REM improves fatigue resistance of gears by around 30%, as well as lowering oil temperatures across torque ranges by around 5*C. High temps in the 6 speed is one of the main weaknesses. ISF is the best way to keep oil temperatures in your gearbox as low as possible, and stop bearing failure and shaft separation. What’s included: Everything in the “standard” rebuild (see below), plus: Hot tank gear set Magnetic crack test gear set under black light Shot peen gears, hubs and shafts using SAE guidelines (J2441) Isotropic Super-Finish (ISF/REM) gear set New centre diff crown wheel bolts Dimple Magnetic drain plug Price: $1,850 Standard Rebuild: Rebuilt to factory specs, using genuine Mitsubishi parts only. Guaranteed “as good as new” What’s included: Strip Inspect and compare components against factory tolerances Report (written) including all clearance specs Chemical clean components Bead blast case Check shafts for runout Final clean, ready for assembly Meticulous reassembly in dedicated clean room New snap rings and shims New seals and O rings New roll pins New input shaft bearings Price: $1,129 Add: New synchros, springs and keys: $420 (includes 3rd,4th, 5th, 6th and R) Many 6 speeds experience 3rd and 4th shifting issues. This is usually related to hub and sleeve damage, and sometimes gear dog engagement tooth damage. Some or all of the following parts are required to fix the issue: 3-4 hub and sleeve: $175 3rd gear (input): $145 4th gear (input): $185 3-4 selector fork: $65 We will report on the condition of the centre diff bearings but these do not usually require replacing. If needed, we can supply and fit these for an additional $135. One of the most frustrating aspects of repairing the 6-speed transmission is the fact that (as far as we know) we cannot replace countershaft components individually. Mitsubishi for whatever reason have not made any of the parts available separately, including 1st and 2nd synchro, hub and slider, and 1st and 2nd gear. A new countershaft assembly from Mitsubishi is around $1,500 so often it is more economical to source another gearbox if issues occur with these components. We can repair some components and will report before proceeding with any additional work.
  2. Hello, A forum member has sent us his 'RS' diff sent from the US. He's requested a bit of a thread of what we do, so thought I'd take the opportunity to post up here. As is fairly common knowledge, the US rear diffs are setup "soft" from the factory. We reset them to be the more aggressive factory-intended RS setting. This thread serves as a "here's what's involved" and could be used as a how to (at your own risk, and as a supplement to the factory manual). First things first we check a few things out with the diff itself. A bit of wear was evident from the swarf on the magnet. Not overly concerning, as it is a clutch plate LSD unit that does wear down by design. Backlash felt alright by hand so we went straight to checking preload and mesh pattern. Preload was on the low side (0.1-0.2nm) so I expected a bit of bearing wear. Mesh pattern was indicating that the crown wheel and pinion had reasonably full contact so I was happy to proceed. A bit of wear was evident on the small pinion bearing which may explain the low-ish preload reading. Once the unit was disassembled, the components were thrown through the spray wash for an initial clean. We then crack tested the crown wheel and pinion to make sure it will run reliably into the future, and to make sure it's suitable to process further. After this process the crown wheel and pinion are demagnetised and then ready for further processing (in this case, shot peening and isotropic super-finishing). It was now time to move on to the LSD unit. Undoing the screws can be tricky without the right tool - they are sometimes extremely tight and easy to strip. We use an impact screwdriver to easily undo the 4 small m5 counter-sunk screws. From here the unit disassembles into its components easily. Take note of the positions of all the items, specifically which hemisphere goes on which side of the carrier so as not to change the ramp settings. We use texta marks and scribe marks for this. Each hemisphere has a clutch pack comprising of 2 clutches and 3 plates. The US models order these incorrectly to give a soft breakaway torque action, so as to not induce "unsafe" oversteering characteristics. From the US they are ordered PPCCP, whereas they should be PCPCP. The correct ordering gives almost twice the breakaway torque. Incorrrect: Correct: While we have everything apart we check for scoring etc. on the plates and clutches. This one is in good condition. Sometimes the tags on the plates bite into the housing and cause all sorts of issues. This needs to be corrected by filing the housing back to a smooth surface, and then replacing the clutch packs. The next check is that we have an even stack height on both hemispheres, to give an even breakaway value from left to right. This is often overlooked but makes sure it operates correctly and wears evenly. In this case the variation between the two stacks was 0.01mm - about as good as you could possibly expect! The plates and clutches showed zero wear so this was driven by a very conservative driver or for a short time. Now it's just a matter of reassembling with a good oil, paying attention to your marks.
  3. All Prices include GST Complete: Perfect for club competition, and highly modified street cars. Our gear strengthening process improves fatigue strength of gears and drivetrain components by around 30%. This makes a very sturdy box. What’s included: Everything in the “standard” rebuild (see below), plus: Hot tank gear set Magnetic crack test gear set under black light Shot peen gears, hubs and shafts using SAE guidelines (J2441) Isotropic Super-Finish (ISF/REM) gear set Dimple Magnetic drain plug Price: $1,699 Standard: Rebuilt to factory specs, using genuine Mitsubishi parts only. Guaranteed “as good as new” What’s included: Strip Inspect and compare components against factory tolerances Report (written) including all clearance specs Chemical clean components Bead blast case Check shafts for runout Final clean, ready for assembly Meticulous reassembly in dedicated clean room New snap rings and shims New seals, O rings and clutch boot New roll pins New input shaft bearings (updated) New countershaft bearings Price: $1,029 Add: All new synchros and springs: $495 1-2 sleeve: $105 3-4 sleeve: $99 5-R sleeve: $99 We will report on the condition of the centre diff bearings but these do not usually require replacing. If needed, we can supply and fit these for an additional $159. All synchros, sleeves and forks will be reported on, including clearance specs and final tolerances. If replacement is required we hold these parts in stock. Too many items to list, but our prices are very competitive.
  4. Hi Sam, just wondering if you're able to supply a solution for this? Basically, broken gearbox has contaminated the front diff section of the transfer. Not only is the diff carrier damaged inside (this would be the easy part to tidy back up), but the plain bearings are damaged to a point where they should be replaced. Are you able to or aware of who could re manufacture these plain bearings? Thanks.
  5. Hey everyone, We’re an Adelaide-based workshop specialising in gearbox and differential repairs and modifications. That’s all we do - we don’t even service cars. The main thing that sets us apart from other workshops is some of our in-house gear strengthening technologies. We shot peen gears and shafts using SAE guidelines (J2441). SAE tests show that shot peened gears exhibit a 30% fatigue resistance improvement. If you're interested, have a look at our short explainer vid here: We also have isotropic super-finishing (ISF/REM) facilities. This process produces a non-directional mirror-like finish on gears. This finish leads to friction reduction, lower oil temperatures across all torque ranges, and improved strength. Customers with dog engagement gearboxes also report smoother shifting. On top of these two improvement processes, we have crack testing facilities, spray washes, hot tanks, bead blasters and so on. Assembly is carried out in a dedicated clean room, using calibrated precision measurement instruments to make sure setup is perfect. We’re really proud to support the Evo community and look forward to answering any drivetrain questions you may have. Contact: Feel free to either PM me (Sam), or: 0407 698 682 info@neatgearboxes.com.au