I forgot all about this..

Once upon a time I brought this thing home.. it was in a bad accident..






I don't know how much good it is... the motor sat outside for awhile it seems. There might be some casted stuff on the head ripped off (not sure), the car probably ran till the accident.

I think it was from a 2.4L LPT car. The engine is useless to me, I could haul the head to Calgary whenever my next trip might be.. but I really don't know if it will do you any good?

Excellent...feelers going out all over the place.

Taking a serious look at a Supra W58. Seems I can get one for around $200 from eBay. Ratios are better than the T5 and they are very strong.

Excellent - I'm hoping to get a complete engine/ecu/harness to keep the number of silly little parts that I'll need to a minimum.



My understanding is that there are some differences in the head. Getting good information is pretty difficult as much is based on opinion. I had started a thread on Tbrix and it devolved into some nonsense about 6 cylinder heads instead of sticking with the 5. I left it at that point.

Thanks Geoff - we'll see how things go on getting a more complete package and I'll let you know.

The supra tranny is incredibly strong and they shift beautifuly. If you'd like some poly shifter bushings let me know and I can supply then to you to make it super awesome.

Who makes a good adapter plate cheaply? I can get them for 450 outta australia, but I'd much rather have Trevor here in calgary make one if someone draws one up... Matt?

You can try to get them out of Australia...

Dellow is horrible with communication. I've also heard their adapter bellhousing isn't exactly a bolt-in application...some trimming required.

I'm hoping to run a Supra tranny in the next incarnation on the 122 so I'll likely hit you up for some of those bushings Andy.

You can get 'em cheaper at PYP...

[quote="Pylon]

You can get 'em cheaper at PYP... [/quote]

No, you lucky Calgary people can get them cheaper...I could get you a pick-up reel for a Cockshutt combine, but a Supra at the Lethbridge PYP, I've never seen one.

I didn't know you were thinking about the W58 on for the red car (we have to get your car a good name, perhaps Thor or something). While not exactly the same installation, it is close enough. I was thinking about running a McLeod hydraulic throwout bearing and building an adapter plate similar to the T5 ones that are around. My version of keeping it simple.

You're an honorary Calgarian. You want a W58, you've got one.

Actually a lot of Canadian Celica's have the W58 here. Just look on the firewall tag for the trany designation.

Cool - anyone need and tractor parts?

I'm good for tractor parts, but we should have a W58 junkyard dash day here in Calgary some day I want one...

and then maybe someone really cool could draw one? (matt?) and someone really cool could make it.. (trevor?)



- R

Some interesting info from Wikipedia


W57

It differs from the W58 only in its fifth-gear ratio.

The W57 is sometimes designated as a "Close-ratio transmission", however in its stock form it does not meet all the criteria for a Close-ratio box.

The ratio shift was accomplished by taking the W55 base ratios and changing the input shaft to intermediate shaft ratio by 7.9%, thus shifting 1,2,3 ratios higher by that amount (4th is direct 1:1).

Unlike in the W58 the 5th/overdrive gear set was changed to create a smaller rpm drop between 4th & 5th gears so as to remain close to the overdrive ratio seen in the other boxes.

The rest of the transmission remains unchanged.


Ratios:

* First Gear: 3.285:1
* Second Gear: 1.894:1
* Third Gear: 1.275:1
* Fourth Gear: 1.00:1
* Fifth Gear: 0.861:1
* Reverse: -3.768:1

Applications:

* 1983-1986 Toyota Supra MK 2 in certain non-US markets.
* 1986 Toyota Crown
* 1986 Toyota Cressida

******************************************************************
W58

This transmission is very popular as a replacement of other vehicles' weak stock transmissions. It came in two varieties: the original found in the 1982-1989 non-turbo Supras, Celicas and Cressidas of the early 1980's; and the version found in Mk3, Mk 4 Supras and Lexus SC 300s. The latter version has some differences from the earlier version.

Toyota lists a change from an alloy sandwich plate to a steel sandwich plate around 1989. The steel sandwich plate has some minor internal differences, and it is believed to be slightly stronger (some wider bearings, some wider gears, slightly different gear selection mechanism etc). In theory the all alloy version of the W58 should be the exact same strength as any other all alloy W-Series transmission. The steel plate version is considered much harder to find and worth approximately three to five times as much as an all alloy version.

The ratios and bolt patterns remain the same regardless of the sandwich plate used.

The W58 & W57 share the highest gearing and closest ratios (1st,2nd,3rd distance to 4th/Direct) of any of the stock W-Series transmissions.

The ratio shift was accomplished by taking the W55 base ratios and changing the input shaft to intermediate shaft ratio by 7.9%, thus shifting 1,2,3 ratios higher by that amount (4th is direct 1:1), this also shifted 5th/overdrive gear higher by the same amount creating a wider/taller overdrive ratio.

The W58 is sometimes designated as a "Close-ratio transmission", however in its stock form it does not meet all the criteria for a Close-ratio box.

Toyota engineers have shown favor to the W58 over the rest of the 'W' series by including it in so many models and even building a stronger version for higher powered applications.


Ratios:

* First Gear: 3.285:1
* Second Gear: 1.894:1
* Third Gear: 1.275:1
* Fourth Gear: 1.00:1
* Fifth Gear: 0.783:1
* Reverse: -3.768:1

Applications:

* 1982-1986 Toyota MK 2 Celica Supra
* 1986-1992 Toyota MK 3 non-turbo Supra
* 1993-1998 Toyota MK 4 non-turbo Supra
* 1986 Toyota Cressida
* 1986 Toyota Soarer
* 1982-1985 Toyota Celica
* 1982-1992 Lotus Excel
* 1992-1997 Lexus SC300