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Trucks:
521 (all) : Short transmission with flanged output
620 (72-73): Short transmission with sleeved output
(everything else below has sleeved output)
620 (74-79): Long transmission; 5-speed optional starting in '77
720 (80): Long transmission
720 (81-86) NAPS-Z type long transmission except 83+ 4X4 used a married transfer case.
Cars:
240Z: Long transission; early 70 models had a dealer-option 5-speed that was very weak.
260Z: Long transmission, 4-speed only
280Z: Long transmission, 5-speed optional starting in '77
280ZX Non-Turbo: Long 5-speed
280ZX Turbo: '82-83 had Borg-Warner T5 which is unlike any other Datsun transmission.
510, 610, 710, 200SX through 1979: Short transmission. Starting in '77 the "dogleg" 5-speed was optional except in the 200SX where it was standard.
200SX (80-83): Long-tail NAPS-Z type 5-speed
510 (80-81): short-type NAPS-Z 4 and 5-speeds, some 5-speeds were doglegs and some were 210 type 5-speeds that were far too weak for the Z20S.
810/810 Maxima (through '84): Long tail transmission. Rumor has it some early (76-79) 810s had the short tranny but all I've seen were long. 5-speeds optional starting '77 and standard by '81.
Get a 1975-79 620 truck speedo cable...the 720 4x4 is longer still.
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FS5C71A: The original Nissan production 5-speed, used on some Roadsters and early 1970 Z's. Similar in construction to the Nissan Competition gearbox as it had a removeable bellhousing. But wasn't the NISMO close-ratio type. Very rare.
FS5C63A: That's the L-series dogleg. Came in both L-series and NAPS-Z type front housings. The L-series ones are more common as the 200SX '77-79 had it almost in every car. The '77 710 and the '78-79 510 had it as an option on everything but the Wagon. The NAPS-Z version was only used as an option on '80-81 510s and was very uncommon. In '81 they even tried the 60L below. Bad move...
FS5C60L: Another dogleg, used on some late '81 510s but usually used on 210s (2 different cases, A-series and NAPS-Z). You do NOT want that tranny. Reason below.
FS5C56A: Close-ratio A-series 5-speed (used on B210s and some 210s but it is non-overdrive. I have one, if I ever get another B210 or a 1200. Or I'd trade for a L or Z series dogleg (63A). Only saving grace is it's close-ratio. It doesn't handle torque at all.
FS5C71B: Used in the 280Z, ZX, and 620 and 720 trucks. Came in both the L-series and NAPS-Z type front cases.
FS5C71C: Used in 300ZXs and late 720s/early D21 (hardbodies). Came in VG-series front cases and NAPS-Z.
Torque ratings for the various series transmissions (stolen from the Datsun 1200 page)
56A 4 speeds 105 ft/lbs
56A option boxes 120 ft/lb
60 series boxes 135 ft/lb
63 series boxes 175 ft/lb
71B series boxes 240 ft/lb
71C series boxes 300 ft/lb
You can see why you don't want the little doglegs on a monster engine. The Borg-Warner T-5 (used on '82-83 turbo 280ZXs) is good for even more (340+).
The cases can only be swapped for like type transmissions- 63A to 63A or 71B to 71B. All Nissan transmissions were 2-part (front housing and extension housing) except the 71A and Comptetion boxes which were 3-piece (removeable bell).
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L-series transmissions:
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F4W63 (1967-1976). Used on the original 510, 521, 610, 620 (through '73 only), 710 (through '76). Identification: Bolt-on bottom plate and visable ribbing over the main gear case. Use threaded shift lever with 2 rubber cone bushings. Variants: 521 used output flange. All others used spline-sleeve. Short tail transmission.
NOTE: Transmission also used on J-series and R-series engines with different bell pattern.
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F4W63L (1976-mid 80s). Used on Late (78-on) 510s, late 710s ('77). Identification: Bolt on bottom plate but SMOOTH main gear case. Uses same shifter as previous. Short Tail transmission.
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F4W70B (1969-73) 240Z 4-speed. Long tail transmission.
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F4W71B (1974-80s). 260Z, 280Z, 620 pickup from '74-on, 720 pickup to mid-year '83, 810/810 Maxima. Identification: pinned-type shift lever. Rear extension of transmission has bolt-on cover plate. Long Tail transmission.
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FS5W63A (1977-81) '77-79 200SX, '78-81 510. Identification: Dogleg shift pattern. Smooth rear case and NO bottom cover, pinned-type shifter. Short-tail transmission.
Note: 5th gear overdrive.
VARIANTS: '80-81 510 version was canted for NAPS-Z orientation.
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FS5W60L: '81 510, rare. Also dogleg, more common to 210s with a different bell. Very short (shorter than the short-tail).
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FS5C71A: (1968-70) Identification: Removeable bellhousing. Original production 5-speed, looks like the NISMO competition gearbox (it isn't one though). OD 5th. Used only in very early Z's.
VARIANT: It's the roadster 5-speed with a U20/R series bell.
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FS5C71B: 1977-80. 280Z, 280ZX (non-Turbo), 810, 620/720 pickup trucks. Identification: Looks just like the 4-speed longtail except it doesn't have the extension housing cover plate. Has "71B" cast on it. Pin-type shifter. Longtail transmission, externally 100% swappable with the F4W71B.
Note: Various gears, but 5th is always overdrive.
Note 2: Never used on NAPS-Z.
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FS5W71C (80-still in use)
ID: Identical externally to 71B model except has "71C" cast on it. Used in 80-83 280ZX (non turbo), 810 Maxima.
Variants: NAPS-Z pattern on 80-83 200SX/81-86 720, 86-89 D21, KA pattern (same as NAPS-Z) on D21, Frontier, Pathfinder, Xterra, very common gearbox. Unfortunately the bell isn't removeable so an entire front housing has to be changed. Later versions and 4X4 versions have different extension housings. Only used on 4-cyl after 1983.
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Borg-Warner T5
1982-83 280ZX Turbo.
ID: Huge. Shifter assembly bolts into an attachment box (linkage is internal). Output shaft not Datsun-sized. This is the Non-World Class (NWC) BW T-5.
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L-series, NAPS-Z and CA20 gearbox ratios
Notice that there are a few basic groupings of gear ratio sets.
The '77-'79 200sx/HL510 tranny uses stock 510 sedan 4-speed ratios with an OD. The '77-'79 200sx/HL510 tranny is the dogleg 5-speed with reverse-above-1st gear pattern, same length as stock 4-speed so no driveshaft shortening needed to swap. This is a well spaced gearset but the OD gear could stand to be slightly taller.
The Z22E 7/81-9/83 200sx and the truck #1 (plus an overdrive) are same as the late 240 and 280Z 4-speed ratios. Ratios not particularly well spaced. NAPS-Z tranny can be bolted to a L-series engine but the shifter will be angled toward passenger, bend lever to compensate or swap on a Z/ZX bellhousing.
The 280Z 5-speed ratios are largely "re-used" for the Maxima, 6/79-6/81 200sx w/ Z20e, nismo wide ratio, truck #2. Ratios are poorly spaced. The 11/84-2/86 200sx w/ CA20 is very similar except it has much better gear ratio for 2nd that closes the huge 2nd-3rd hole in the 280Z pattern. For use with an L-series, a 280Z/ZX style bellhousing must be swaped onto the CA20 tranny case and bellhousing modified to match with larger diameter CA20 shifter rods, and use smaller OD 280zx jackshaft bearing
The roadster, 280ZX and nismo close ratio gearsets are fairly similar. 1st gear on these trannys is too tall for stock 3.9:1 510 differential, street starting acceleration suffer. Otherwize, nicely spaced ratios except for the too-tall .745 ZX 5th gear. The 1980 ZX gearbox has slightly shorter 5th gear and would be prefered.
'83-10/'84 200sx w/CA20 and the truck # 3 use same ratios. This is often touted as the best gearsets for a 4-cylinder 510. Very low 1st gear for fast starting acceleration and smooth progression of jumps between ratios. For use with an L-series, a 280Z/ZX style bellhousing must be swaped onto the CA20 tranny case and bellhousing modified to match with larger diameter CA20 shifter rods, and use smaller OD 280zx jackshaft bearing. Sorry, I dont know what years/models of trucks corrospond to truck #1, #2, #3 gearsets.