The Official Transmission Thread

[efficient]

bump

[MF DOOM]

i have a 1346.90 tranny on my m42 turbo car and its having issues disengaging. it only seems to happen going from 5th to 4th. new slave cyl. and bled the clutch. still happening. a syncro doesnt make sense because this is the second tranny that has done this. any idea on what this could be? please help.. im getting so discouraged and need to drive the car from wy to ca in a week.


EDIT: Would you believe me if i told you bending the linkage about 4 degrees fixed this?

[efficient]

random question and dont want to make a useless thread so ill ask here.
does a eta clutch work on a 325i motor?
the trans is from 86 eta that will be mated to a 90 325is motor.

[LJ851]

From what I can tell, the shift arm that the "shift rod joint" connects to is identical for the transmissions, so my guess is that you can easily convert the entire linkage if you buy the set of parts I identified in my pictures.

This is correct.

[benyen soljax]

I would just like to add some information about the transmissions and figured this would be a good place to do it.

The "straight selector rod" (10) and "shift rod joint" (13) for the late G260 transmissions are different between <88 and 89<. My car is a 1990 325is Auto (production date 10/89) and I have a G260...1346.91 code on the side from a car with production date 12/88. The straight selector rod that came with the transmission has the arm that connects to the shift rod joint and eventually the transmission which is longer than the arm that connects the shifter to the whole system. I bought a replacement arm for the model year of my car (and not the one which the tranny came with) and it was incorrect. I will try to show this in a picture:





A quick note from the "late late" model linkage, the two "short" arms are identical length, so it will be clear that you have the "early late" model links if the two arms are different lengths at all.

From what I can tell, the shift arm that the "shift rod joint" connects to is identical for the transmissions, so my guess is that you can easily convert the entire linkage if you buy the set of parts I identified in my pictures.

If any of this information is incorrect please let me know so I can correct the post and have all the right information in this thread.

[ohthejosh]

What I got from the first post is, in my situation if I wanted to do a 5spd swap for my 86 eta, the best and least complicated swap would be using an early eta tranny?

late eta and i tranny would require much more modifications beyond the bolts for the late style shift arms correct?

[87' 325]

I got an 87' 325e 5spd I'm trying to put into my 1987 325i. I have the late eta trans.

therefore i have to get the euro 323i throwout bearing, plug the crank sensors, and use the dual mass flywheel? Do i have that right?

[CoClimber]

Agreed. I did this because I don't even know if the new transmission works, I really want to get the car off the lift, the car isn't a daily driver (track days and autocross), and I can always get the bearing later. Doesn't hurt that I have access to a machine shop.

I'm not too worried about wear. The part is mainly in compression and only when you shift it. The part is made from 6061T6 aluminum so should out last the car. My biggest concern is galvanic action between the steel and the aluminum.

[jw 325ic]

good luck to you on that, maybe post details and pics if it works great and lasts you awhile with no issues. thing about factory parts is i know i don't really have to worry about them for a good 10 years or more now

[CoClimber]

I posted in the other Transmission thread (http://www.r3vlimited.com/board/showthread.php?t=109919) how I had the deep bellhousing but didn't want to buy a new throwout bearing so I fabricated a plate that fit between the throwout bearing tabs and the release fork, moving the bearing forward. I think it will work but I can't test it till I finish off some other things on the car.

[TobyB]

2/86 build date Canadian eta-

large output flange, dual mass flywheel...

... and OEM parts, no bolt buggering, etc, so I'm pretty sure it's the way
it was when it rolled off the boat.

t

[jw 325ic]

Apparently I either have the holy grail of eta transmissions, or a frankenstine piece. I have a 6 1/2" deep slave mount, tabs for the aluminum shift carriers, and a small output shaft. It’s an 86 casting date too...

sounds like you have an early 86 eta trans.

AlphaE, sorry for the long wait on the reply but i cant remember exactly as its been a few months since ive researched this, but check that link with m42club or whatever. if that doesn't list it then just search google...i did that for about an hour until i felt confident enough with the facts i had to try my setup. search euro 323i throwout bearing and a lot of forum results should pop up with discussions about the measurements.

[pantelones]

Apparently I either have the holy grail of eta transmissions, or a frankenstine piece. I have a 6 1/2" deep slave mount, tabs for the aluminum shift carriers, and a small output shaft. It’s an 86 casting date too...

[AlphaE]

on your first pic of the throw out bearings, can u give the distance from the matting/ bearing face to the fork tabs? please. I got a sach bearing for a 5spd swap and the part # are wacked.Just wanna know if the correct thickness for an i trans. Thanks

[jw 325ic]

No worries man. From my experience, my late eta transmission had the larger output shaft and the 89 ds will be smaller. i bought the 30mm output flange socket from bavauto for about $50 after shipping and whipped the output flange off with an impact wrench and then a gear puller. this is important if you don't buy the drive shaft with the transmission. so if your original driveshaft is in great shape, do this as you will end up spending the $50 on the driveshaft to fit anyways but the u-joints may be in bad shape. junkyard driveshafts are hit or miss.