2nd Gear is such a hassle so I just got rid of it...

[100_Percent_Juice]

I am pretty depressed about this because of course it could not come at a worse time for me. I was driving to In-n-out for much needed food and when I shifted into second like I normally do there was a pretty loud crunch sound. Then second gear became neutral and there was a sound that could only be compared to a washing machine filled with rocks. After calling Dr. Cory and telling him my sob story I decided to just limp it home(3miles) in first gear. I am broke as a joke and my credit is in the toilet so my only option now is to park it until I can save some money and figure out which way to go. I suppose my options are that I can source another 5mt or get a new gear set/rebuild kit and have it fixed. I don't know what I should do.

[ScottyS]

Man, so you can't drive it normally in other gears?

Tranny replacement!

[knucklesplitter]

I drove my old Toyota SR5 for over a year after 4th went bye-bye. Changed the fluid several times and put in the thickest stuff I could find. Not recommending it, but that is an option, albeit an ugly one.

[sperry]

For a temp fix, since pretty much every Subaru shares the same bits, you can grab just about any 5MT from a junkyard to keep the car running. Just stay out of the throttle, or you'll be missing 2nd again.

[ScottyS]

If you replace it with a recycled tranny (not from the same year-model), you'll have the same issues I ran into on the tranny swap - clutch type, final drive ratio, and speedo sensor.

The final drive is the primary determinant, make sure and get the same as your existing rear end, or else you have to swap that too.

You also need to get the same clutch type as your existing setup, to avoid buying new clutch parts, switching to cable or getting a different slave cylinder, etc.

The speedo sensors switched to electronic at some point, but from what I hear you can thread in the sensor from your old tranny to the donor one.

I think WRX tranny replacements are a fairly common occurrence given most drivers' habits, so check on NASIOC or whatever to see what is the most common fix-it path.

[100_Percent_Juice]

Yeah I am not going to waste my time swapping in a tranny for a temp. I have found 7 trannys on NASIOC that also have a busted 2nd gear so I assume there will be something floating around. I will just keep looking around until a deal presents itself. I have nothing but time... Seriously, I have nothing else.

[cody]

Sorry to hear it Mang. Honestly, I've already decided that if/when mine gives up the ghost I'll just replace it with another stock one or have it rebuilt with stock gears. LGT gears are another option.

FWIW, the gearbox in WRX's manufactured after March of 2002 (MY 2003) have the thicker gears according to Unabomber's Transmission FAQ on Nastysock.

[Dean]

Sorry you broke it. Not sure what you post bug-eye guys are doing. I put 10K or so of track miles on my 5MT and didn't break it.

Is the '04+ lower quality some how?

There are low mile used one in junk yards... I'd go that route... eBay often has their listings.

I can also give you the emai of the guy I got my '07 engine in texas if you want.

[ScottyS]

Originally Posted by 100_Percent_Juice

Yeah I am not going to waste my time swapping in a tranny for a temp. I have found 7 trannys on NASIOC that also have a busted 2nd gear so I assume there will be something floating around. I will just keep looking around until a deal presents itself. I have nothing but time... Seriously, I have nothing else.

I seriously wonder how well the L trannies that Van and I are running compare to all these broken WRX trannies.

[cody]

MY05+ have the 2.5L and I believe that's when they went to a taller final drive gear or something along those lines. It put more stress on the gears. Again, more info on that is available on the Unabomber's Tranny FAQ.

The way I understand it is that the gears are weakened with every shock load. I used to think there was a build consistency issue and that's why some people with bigger turbo would have no issues while many stage II or lesser cars would bust gears early and often. I'm slowly starting to move to the "drive it nice, and it won't break" camp. Every shockload takes you one step closer to breakage. It might take several large shockloads without breaking, but then one day you shift into 2nd smoothly and blam-o, straw-camel-back.

[sperry]

Originally Posted by ScottyS

I seriously wonder how well the L trannies that Van and I are running compare to all these broken WRX trannies.

It all depends on whether or not you're powershifting into 2nd and 3rd... An L gear box should last just fine in a 200whp car, as long as you're always easing into the power. But if you're sidestepping the clutch, or romping on it and powering shifting, you're going to shock the gears and break something pretty quickly.

The WRX tranny isn't all that much stronger than the L tranny IMO. It's not 'till you get into the 6MT that you've got a gearbox with the primary issue fixed that's wrong with the other boxes: the case design. The 6MT uses a cylindrically split case, while the WRX/L uses a longitudinally split case which is significantly less stiff, allowing flex of the gear shafts. The only way to make a 5MT strong is to use retard strength gears that can resist the misalignment they get when the case flexes.

[ScottyS]

Originally Posted by sperry

It all depends on whether or not you're powershifting into 2nd and 3rd... An L gear box should last just fine in a 200whp car, as long as you're always easing into the power. But if you're sidestepping the clutch, or romping on it and powering shifting, you're going to shock the gears and break something pretty quickly.

The WRX tranny isn't all that much stronger than the L tranny IMO. It's not 'till you get into the 6MT that you've got a gearbox with the primary issue fixed that's wrong with the other boxes: the case design. The 6MT uses a cylindrically split case, while the WRX/L uses a longitudinally split case which is significantly less stiff, allowing flex of the gear shafts. The only way to make a 5MT strong is to use retard strength gears that can resist the misalignment they get when the case flexes.

That's kinda what I was thinking. I'm not slamming the car around, so I expect the tranny to last for a while. I also have another turbo Legacy tranny standing by, but of course I would have to put all the hydro pedal stuff back in at the same time. Pending how this tranny performs, I am seriously thinking about just staying with the L trannies in this car. If I find a good deal on a JDM Ej20G that I can use with my spare ECU and wiring harness, I might swap one of the other cars and use the hydro tranny there.

What tranny were you thinking of using for the SVX if that ever happens?

[sperry]

Originally Posted by ScottyS

What tranny were you thinking of using for the SVX if that ever happens?

6MT.

But I think I'm gonna be better off selling the car while it's working well with the 4.44 automatic than dropping a ton of cash on a 6-speed. Once a 6MT goes into that car, I'm gonna have to own it forever, like my damn WRX.

[knucklesplitter]

Originally Posted by sperry

Once a 6MT goes into that car, I'm gonna have to own it forever, like my damn WRX.

Do you own it... or does it pwn you?

[ScottyS]

Originally Posted by sperry

6MT.

But I think I'm gonna be better off selling the car while it's working well with the 4.44 automatic than dropping a ton of cash on a 6-speed. Once a 6MT goes into that car, I'm gonna have to own it forever, like my damn WRX.

You don't want another terminal project vehicle?

Seriously though, what would replace it? Another Subie, or.......

[sperry]

Originally Posted by ScottyS

You don't want another terminal project vehicle?

Seriously though, what would replace it? Another Subie, or.......

New STi.

But even with the current rebates, I'm not willing to spend the money on one due to the state of the economy.

[100_Percent_Juice]

Originally Posted by cody

MY05+ have the 2.5L and I believe that's when they went to a taller final drive gear or something along those lines. It put more stress on the gears. Again, more info on that is available on the Unabomber's Tranny FAQ.

I have also done a ton of reading on the subject and it makes total sense that its the shock load that eats gears not how much power your car has. My car had almost 60k on it before I bought it so I really can't say how it was driven. Since I have an 04 it says my car came with the thicker RA width gear set so it should be stronger than the 02-03 trans. If I had to do it all over again I would have waited longer and saved more money to get a low mileage sti or a new wrx. I think its MY06+wrx not the 05 that got the 2.5l and the 6% load increase because of the new 3.70 final drive.

Originally Posted by sperry

The WRX tranny isn't all that much stronger than the L tranny IMO. It's not 'till you get into the 6MT that you've got a gearbox with the primary issue fixed that's wrong with the other boxes: the case design. The 6MT uses a cylindrically split case, while the WRX/L uses a longitudinally split case which is significantly less stiff, allowing flex of the gear shafts. The only way to make a 5MT strong is to use retard strength gears that can resist the misalignment they get when the case flexes.

I read this about case flex:

The front transmission section houses the gears and is opened by removing the left and right half shells to expose the gears. These shells are bolted to each other as well as held in place by being bolted to the engine block and the rear transmission section which is another solid piece. Looking at the construction, it is impossible for the housing to flex.

Even if flex occurred, the gears sit on top of each other, so if flexing to any degree occurred, the gears would actually come together firmer due to gravity than apart as some contend. The premise of case flex when looked at from a construction aspect is a moot point and aside from the evidence listed here, there are any number of other reasons in the internal construction that any transmission professional can go over in further detail.

[Bob Danger]

That sucks man.

[SteveM]

Except for the gravity load that the below author is talking about is probably 100x less than the load causing the gears to separate. I'm pretty sure that case flex and shock loads are what ruin the 5 MT.

Shock loads are VERY high when you drop the clutch and/or flat foot.

Originally Posted by 100_Percent_Juice

I have also done a ton of reading on the subject and it makes total sense that its the shock load that eats gears not how much power your car has. My car had almost 60k on it before I bought it so I really can't say how it was driven. Since I have an 04 it says my car came with the thicker RA width gear set so it should be stronger than the 02-03 trans. If I had to do it all over again I would have waited longer and saved more money to get a low mileage sti or a new wrx. I think its MY06+wrx not the 05 that got the 2.5l and the 6% load increase because of the new 3.70 final drive.



I read this about case flex:

[Dewey]

http://forums.nasioc.com/forums/show....php?t=1649382

I just found that. Maybe it helps.