V8/Subie and Automatic tranny suggestions Options

[zach914v8]

I guess you are right. I have seen it mounted transverse in a 914. possibly a different transmission... But in this case, it puts the axles in the wrong location so the engine would need to sit in the rear trunk.

(IMG:http://www.914world.com/bbs2/uploads_offsite/image.motortrend.com-10496-1472840329.1.jpg)

On the th425 and maybe even the th325you can flip the diff upside down. then run the engine facing the rear. that would put the axles in the correct spot. If you wanted to get fancy with it you could install a tail housing from a th400 and run a short drive shaft to a 4x4 front diff or flip rwd upside down and seal vent hole.

Still not in the correct spot but closer. Still need to chop out the trunk.

Mueller has the winning idea. Subaru 6 from an SVX FWD. Just need motor mounts and axles. Wire it up and go.

I agree with you, the only reason I would ever consider using a GM trans would be for drag racing. The th425 weights something like 550lbs. It would take all the fun of driving the 914 away. Subaru 6 from an SVX FWD sounds good, if you want a Subaru. Another option would be a Chrysler 300m.

[mepstein]

If you don't already have good fab skills and a clear idea of what you want to build, your probably better off buying a Boxter.

[Andyrew]

Now that is an interesting option. Could easily grab the v8 for that and have it all as one setup.

With how far forward those shafts are that engine would need to be set pretty far back.

Which might be just to much weight rearward... In that case a compact v6 might make more sense, probably have more than enough room in front of the engine to put a radiator as well and you would then have a full front trunk while probably removing half the rear trunk.

I like this option (IMG:style_emoticons/default/smile.gif)

[Mike Bellis]

You can see here where the axle output shaft is. almost dead center under the engine. I think you should turn this sideways and use it as a transfer case for a 4x4 914.

[Mike Bellis]

nuther...

[zach914v8]

Now that is an interesting option. Could easily grab the v8 for that and have it all as one setup.

With how far forward those shafts are that engine would need to be set pretty far back.

Which might be just to much weight rearward... In that case a compact v6 might make more sense, probably have more than enough room in front of the engine to put a radiator as well and you would then have a full front trunk while probably removing half the rear trunk.

I like this option (IMG:style_emoticons/default/smile.gif)

Here is a guy that put the 42le trans and chrysler 3.5 v6 from an LHS in his vw van...

http://www.thesamba.com/vw/forum/viewtopic.php?p=4728116

255hp acording to Wikipedia. The would be decently quick in a 914.

[Mike Bellis]

Here's what you should do. (money no object)

Find a wrecked R10 or R8 with a PDK and make an AWD 914.

[zach914v8]

Here's what you should do. (money no object)

Find a wrecked R10 or R8 with a PDK and make an AWD 914.

lmao do eeeeet! (IMG:style_emoticons/default/mueba.gif)

[Mueller]

Not exactly a donor car, but this is what you need to find...

http://www.ebay.com/itm/Subaru-SVX-L-/1723...em=172324219259

There was a running one that a fellow Volvo owner offered to me for $500 near Discovery Bay, they are out there.

[Mueller]

Now that is an interesting option. Could easily grab the v8 for that and have it all as one setup.

With how far forward those shafts are that engine would need to be set pretty far back.

Which might be just to much weight rearward... In that case a compact v6 might make more sense, probably have more than enough room in front of the engine to put a radiator as well and you would then have a full front trunk while probably removing half the rear trunk.

I like this option (IMG:style_emoticons/default/smile.gif)

Here is a guy that put the 42le trans and chrysler 3.5 v6 from an LHS in his vw van...

http://www.thesamba.com/vw/forum/viewtopic.php?p=4728116

255hp acording to Wikipedia. The would be decently quick in a 914.

Someone back East started that conversion on a 914, not sure if they ever finished. On phone and too lazy to search: )

[Dave_Darling]

The Fiero used a transverse FWD drivetrain. Packaging that in the 914 would be a bit of a challenge, especially considering the axle location on the 914 versus the engine bay location. Same objections to just about any FWD setup, as most of them are transverse. (Honda, Toyota, Mazda, many of the VW offerings, etc.)

You might make one fit by moving the whole thing aft somewhat and losing most of the rear trunk. The up-side is that might just make room for a radiator. You may or may not need to completely re-engineer the rear suspension. Not an easy job if so.

The longitudinal FWD cars are relatively rare. VW has some (Passat and some Audis as have been mentioned), and Subaru a few. Plus there are kits to convert AWD Scooby transaxles to FWD only, so that might prove another option.

Don't know how well they would fit, though.

The 996 Tip box is large and heavy, plus it turns the wrong way for a mid-engine application. I believe that they can be converted (the ring and pinion flipped or the transmission run upside down) but it is nowhere near as easy as the 915 boxes from the late-70s 911s. But 996 boxes have been used in short runs of mid-engine cars before. I think the Ultima GTR used one?

--DD

[RacingDreamz]

Keep in mind that modern auto trannies are computer controlled by the engine management system, and may require a lot more inputs than you have available in a swap. The old transmissions are the easiest in part because they are pretty self-contained.

Or heck, just find an Olds Toronado drivetrain and call it good?

--DD

(IMG:style_emoticons/default/evilgrin.gif) Works for me. (IMG:style_emoticons/default/smile.gif)

[RacingDreamz]

Here's what you should do. (money no object)

Find a wrecked R10 or R8 with a PDK and make an AWD 914.

Seeing as we are a non profit charity, and building this car is for the veterans program, I look forward to everyone's donation to get THIS job done. (IMG:style_emoticons/default/shades.gif)

[RacingDreamz]

I appreciate everyones input. We are purchasing a 914 race roller. It will be used as a racer, yet a around town 'attention getter' also. We wanted an automatic because, in case a veteran does not have full use of their limbs, they could still drive this one. We are working on other racers, haven an old Golf we're working on for RallyX now. Trying to acquire some more old 'sporty' type vehicles also. But the 914 is always our favorite and we found a deal on an old racer. Just need the engine/tranny.
I did find an early 2.2 Subie with auto tranny. Engine needs rebuilding it's already out of car so shouldnt be too hard. Hopefully we can get that cheap and it wont be too much work getting that put in. We're not looking for large HP or high speeds. Just enough power to get it around the course at a 'fun' speed. Hey, we're just getting started so we dont need the Steve McQueen stuff yet. (IMG:style_emoticons/default/wink.gif)
I appreciate everyones help. (IMG:style_emoticons/default/smile.gif)

[veekry9]

A mid-engined boonie basher,with a TH-425/TH-325/TH-325-4L transaxle.
A fella put one into a early 911-Targa,a one of a kind Frankenstein.

http://www.hotrodders.com/forum/engine-swa...e-221714-2.html
http://www.madmechanics.com/forum/technica...converters.html
https://www.google.ca/webhp?sourceid=chrome...8#q=gm+th325-4L


500" Cadillac.When you look at this,do you think "I'll put this into a 911"?
That he did so,means he was looking for a different solution,made it work.
Clearly,the problem is the adaptation of the transaxle for mid engine placement.
The trans pan being the low point of the ride height,the massive 500inch iron block would stand proud of the targa.
The engine is likely on the order of 700 lbs alone,the trans+diff another few hundred,~400? said to be the #.
However,an all aluminum LS will fit nicely.A torque tube with the differential flipped to position the block closer to the ground is 'inventive'.
A low budget V8 mid option,and a unique solution to the automatic desire,in 3 or 4 speeds.
http://www.fiero.nl/forum/Archives/Archive...4-2-104990.html
http://www.fiero.nl/forum/Archives/Archive...1-2-095676.html
http://www.nathanbittinger.com/fieroaddiction/sbc-l
http://www.nathanbittinger.com/fieroaddiction/fiat
http://www.hotrod.com/articles/hrdp-1012-c...c-v8-big-block/
http://www.500cid.com/camshafts
http://www.enercalc.com/porsche/

Donors from the wreckers for the unsuspecting 914 chassis will fit without too much hassle. (IMG:style_emoticons/default/dry.gif)
An under-slung subframe to carry the rubber mounts and tube/diff package makes it all familiar.


Riviera/Toronado 3spd TH425/325
So,yeah,it will fit into a 914.But the cg is all wrong,which can be solved by the use of an extension of the output shaft.
Moving the differential rearward(forward),allows the lowering of the engine to minimum ride height.
Lamborghini had the same solution in '68,although far more sophisticated with integral pan castings.
Firewall to axle cl is 880mm(35"),so,a V6 is a slide in fit.A V8 poses a tight squeeze,the big block more so.
/
Mid V12.
http://www.fiero.nl/forum/Forum2/HTML/107913-5.html

/

[914forme]

(IMG:style_emoticons/default/WTF.gif)

About 9 years ago I had a serious health issue. My joints all locked up so bad I could barely walk, hold things, and driving a stick was out. This effected my entire left side. Long story short I worked like hell to get myself rehabbed, and I am about 70% on my left side.

I only have one auto - it is our truck, everything else are sticks.

So when I got into this issue, I got a TDI with a Tiptronic. Hated that trans, once I got use of my left side, I converted it to a 6 speed, and never looked back. If the issue does come back I have a plan.

Use one of these (IMG:style_emoticons/default/beer.gif)

This allows the car to be driven normally, and as a semi automatic. That opens a new world for you.

I would do an LS swap with a Passat trans, in a stick.

Good luck with the build.

[veekry9]

Losing the cast iron monsters,relics of the '60s,for the ally LS the whole proposal is cheep and automatic.
A 'Sportomatic'arrangement appeals to me,personally,but that wasn't the question.
The TH 425/325/325-4L is a plentiful,cheap solution,just needs some thinking and measuring to fit into the confines of the standard 914 wheelbase.
A VAG auto transaxle would surely do the job,as one of the solutions,tho rebuilds are pricey.The TH pan kit is 150,the clutch plates kit is about the same.
The install has been done into a X/19,so,a 914 would pose only small problems,and the box can handle any power enhancers you might add.
(IMG:style_emoticons/default/biggrin.gif)
Cheep.
(IMG:style_emoticons/default/laugh.gif)
/

So,yeah,a lot more room in the 914.
(IMG:style_emoticons/default/laugh.gif)
/


LS1 + TH425 3spd.
This fella has used a Chevy 4x4 front diff,and moved it rearwards to place the weight of the package in front of the axle cl.
I've drawn in a further move to the rear,raising the diff cl to lower the engine as far as possible.
Now,a weldment to act as a torque-tube and carry the cv's and shaft will drop the whole affair.
The TH325-4L is a longer trans,as the 4th gear clutch pack is an extra 2-3" out front of the converter housing.
A Shortstar or other V6 is a cinch into the 914 engine bay,the longer V8s make for a 'more interesting'job.
(IMG:style_emoticons/default/smile.gif)
/


A straight-up SBC install.


So,yeah,the Caddie 500 will fit too!Missouri,the showme state. (IMG:style_emoticons/default/biggrin.gif)
Had to share this,so huge,dispelling misconceptions,and convention. (IMG:style_emoticons/default/laugh.gif)
The engine and trans rotate conventionally,unlike the arrangement seen below.
The diff is flipped to reverse the direction of travel,as the package is installed opposite of the install above.
The trans input must rotate the correct direction as it wouldn't function otherwise.
https://www.youtube.com/watch?v=wWgcth25crI


This is the gearset that replaces the HYVO chain for a reverse rotation engine.
The triangle shows how high above the trans pan the engine crank is to clear the axle below.
A little time with a mill and tig will solve that,lowering the engine to ride height.A radical modification.
(IMG:style_emoticons/default/evilgrin.gif)
http://www.makcotransmissionparts.com/325.html
/

LS-LQ4-V8 truck,with stock ancillary drive,placed low and clearing the axle axis.The crank is 50mm(2") below the axle cl.
A rework of the balancer and belt drive can gain a few inchs.
The oil pan must be reworked to fit,a remote oil tank and scavenge system installed.
The max angle of the cv's can be used for the inch or two to make the room for the sidewinder trans/diff.
(IMG:style_emoticons/default/smile.gif)
/

Cheap Vortec V6,good for 320/300 hp/tq NA.
Turbos fatten the top end,the 4 spd auto with a kit installed for the crisp shifts.
Some trans,guts n gears.
https://www.youtube.com/watch?v=ndBb3gP49-Y
https://www.youtube.com/watch?v=PENDQr9u-UQ
https://www.youtube.com/watch?v=R7JB8Jqcif0

/

[mgp4591]

I pulled the SVX trans out of an AWD car and converted it to FWD only. I have some measuring to do at RRC to finalize my dimensions for my EG33 swap. Currently the car in on a new rotisserie with me installing the new floor pans and the other needed reinforcements to make it solid enough to handle the power. I'll post my findings after this next weekend but I agree that the Subie/auto trans swap is probably the easiest and less expensive way to go.

[RacingDreamz]

I pulled the SVX trans out of an AWD car and converted it to FWD only. I have some measuring to do at RRC to finalize my dimensions for my EG33 swap. Currently the car in on a new rotisserie with me installing the new floor pans and the other needed reinforcements to make it solid enough to handle the power. I'll post my findings after this next weekend but I agree that the Subie/auto trans swap is probably the easiest and less expensive way to go.

Thanks. Looking forward to your notes. (IMG:style_emoticons/default/smile.gif)

[914forme]

If going with the SVX auto read up on mods, it can handle serious HP, but in stock form it is pure (IMG:style_emoticons/default/barf.gif)

All lifted from Here!!

"Transmission problems

Overview



The 4EAT transmission installed in the Subaru SVX (also in the Legacy, Nissan Pathfinder, and Mazda MPV) suffers from one fatal problem: HEAT.

Radiator-based transmission cooler can't keep the transmission fluid cool enough
Transmission is poorly designed and does not allow the lubricant to flow through it to keep parts lubricated (thus friction causing heat)
Unusually high overdrive places additional side loads on bearings generating heat
AWD system puts strain on the transmission causing even more heat

Which Transmission Do You Have

All SVXs have the 4EAT but which version do you have? Incremental improvements were made to the 4EAT transmission throughout the production of the SVX. The improvements do not coincide with the year of the SVX but rather were made as they came up with fixes.

First, find the 6-digit ID on your transmission (it is on an adhesive sticker on the bell housing near the starter area).

If your transmission ID is less than 389607:
Ask your dealer if your transmission has been upgraded to the redesigned transfer clutch driven plate (Part # 31589AA041). Transmissions 389607 and higher have the improved parts. This fix addresses complaints about rear axle binding on turns.

If your SVX was manufactured before 11/92:
Ask your dealer if your transmission has been upgraded to the redesigned oil pump gasket (Part # 31339AA121). Transmissions 513102 and higher have the improved gasket. This fix lessens the chance of gasket failure resulting in half line pressure at idle and full pressure at stall speed; sometimes even causing a delay going into reverse.

If your VIN# is less than NH106286 (only 1992 models):
Ask your dealer if your transmission has been upgraded with the transmission oil filter kit.

93-97 SVXs came with transmission oil filter kits from the factory

If your transmission ID is greater than 426207:
Your transmission has a modified transmission case to help prevent the oil pump gasket from leaking (this happened some time in 1994)

If your transmission ID is greater than 463969:
Your transmission has the new high clutch drum, reverse clutch fiber plates, and reverse clutch steel plates. These changes help oil flow to the transmission's components for better cooling.

If your transmission ID is greater than 633657:
Your transmission has a newly designed high clutch drum and thrust bearings . These changes fixed the problem of not shifting or increased rpms when shifting to 3rd.
Most of these improvements were made between 1992 and 1994 1/2. The newer your SVX, the more improved your transmission but all of these transmissions suffer, to some extent, from the same problems.




Protect Your Transmission and Yourself

Use synthetic transmission fluid. It reduces the overall friction. Buy a reputable brand of synthetic fluid.

If you have a 1993-97 SVX or you have an upgraded 1992 transmission (see "Which Transmission..." above), install a high-quality external transmission filter. This will keep those stray particles from clogging up the too-small, oil-carrying arteries of the transmission.

Install a transmission oil cooler. It will cool your transmission fluid by up to 20 degrees (picture of an ATF cooler installed). There is a debate as to whether the cooler should be installed in series, parallel, or whether it should bypass the main system all together. I recommend parallel or bypassing.This costs around $350 to install.

Buy an extended warranty through SOA (if you can) or from a reputable warranty company. It's like health insurance for your car. Pay a $50 deductible and they pay the rest. A bumper-to-bumper 2-year/24K warranty will run about $1200; a 3-year/36K warranty is about $1500 and you can pay in installments. If you replace one transmission, you'll save money. Read the fine print if you want new parts, the warranty may only cover you for a rebuilt transmission.


Symptoms

Delay when shifting
Engine revs while shifting
A "thud" when putting the car in reverse
Will not go into 4th
Will not go into any gear


Repairing Your Transmission
Taking it to the Repairman
If you can't limp to the service garage, the Subaru manual states, "when transmission failure occurs all four wheels MUST be lifted off the ground in order to tow."

Taking this list of Technical Service Bulletins to your repairman will help to ensure that your new transmission will be installed correctly:

TSB# 16-58-94
TSB# 16-61-94 (contains crucial corrections to 16-58-94)
TSB# 16-62-97
TSB# 04-20-94
TSB# 16-56-93
If you're going to the expense of having your transmission replaced, you may as well have it done right. Have them flush out the radiator heat sink and replace the cooling lines. And use a synthetic transmission fluid from the start. You can also contact TransGo Performance (626/443-7456) and ask about their "Shift Improver" kit (part # SKRE4R01A). This $50 kit has 4 plastic rings for the transmission that are designed to handle greater temperatures than stock Subaru parts.


Cost
Cost estimates range from $1,800 to $4,200. The low end being a rebuilt transmission at a non-Subaru transmission shop to the high end of a brand new transmission installed at a Subaru dealership.
"