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  #1  
Old 12th April 2015, 01:07 AM
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Default 4.44 + 1.447 gears

I've got a lead on an NZDM SF Forester gearbox for the 1.447:1 DR gearset. If I get this gearbox, I'd be combining it with a DCCD STi gearbox - swapping in the helical LSD, DCCD centre and 4.44 gearing. I'd get a 4.44 vLSD to match out back.

Just wondering if the 1.447 dual range will fit with the 4.44 gears without colliding?

Cheers
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Old 12th April 2015, 09:05 PM
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This is a bit of a grey area for me.

At a guess I'd say you have to shave a little bit from the crown wheel to make it fit.

Do a dry bolt up and you'll know for sure if it will or won't work

Sounds like it'll be an awesome gearbox once you're done! I'd love to have 4.44s!

Cheers

Bennie
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Old 13th April 2015, 09:00 AM
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Quote:
Originally Posted by kiwifoz View Post
I've got a lead on an NZDM SF Forester gearbox for the 1.447:1 DR gearset. If I get this gearbox, I'd be combining it with a DCCD STi gearbox - swapping in the helical LSD, DCCD centre and 4.44 gearing. I'd get a 4.44 vLSD to match out back.

Just wondering if the 1.447 dual range will fit with the 4.44 gears without colliding?

Cheers
My understanding is no. There is more to take off the crown wheel than the 1.59. Also the individual gearing on the STI box is all wrong for offroad applications. Designed to keep the boxer on boost between gears.

Better off keeping the complete dccd casing, front diff, selling the box and buying a SG XT gearbox.
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Old 14th April 2015, 01:21 AM
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Okay, alternate plan:

1.59 DR from L series

4.44 crownwheel from STi box

Helical STi front diff

DCCD centre from STi box

All bolted into an SG case with the SG gearsets for 1-5 and Reverse.

4.44 vLSD out back

Is this a practical/realistic plan? I realise some parts may need machining to fit, and that it will rev a bit high at 100 with the factory SG 5th and the 4.44 diffs, but currently I can cruise at 100 pulling 2500rpm with 215/65 tyres, 4.11 diffs and the SG gearbox so I'm not too worried if it revs a bit higher, though over 3000 would be excessive. I'm not going to build off my current box as the synchros are on their way out on all gears except 5th.

Long-term, I aim to get a 4.44 R180 and swap in an ARB airlocker, to create an AWD Subie with twin lockers and a front LSD! I see no reason why this shouldn't work.
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Old 10th June 2017, 06:51 AM
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Reviving this thread for the sake of starting a new one. Had a few hours to kill today and started thinking about Subaru diff locks again (yes, I know...).

The 4.44 r180 used in GC STis has an 8-bolt crown gear. Most r180s used in Nissan 4x4 applications use a 10-bolt crown gear. However, D21/D22 Nissans use an 8-bolt crown gear (according to ARB's application guide).

Therefore, the ARB RD182 air locking differential carrier should be a direct swap into a 4.44 8-bolt crown gear STi r180 differential.

Reference: ARB application guide: http://www.arb.com.au/assets/air-loc...tion_chart.pdf

See "Nissan; Navara; Front; 1986-15; R180A, 8-bolt RG; RD182".

I would have to ensure I ordered for a D22, to ensure I got the correct larger-diameter crown (early r180s used a 110 mm crown vs a 115 mm in later versions - all STi and D22 differentials).

All this is academic, of course, as hopefully we should have an r160 locker within the next year (fingers crossed) which could be used with any crown gear and pinion combo (i.e., any diff ratio).
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Old 12th June 2017, 04:47 AM
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Quote:
Originally Posted by kiwifoz View Post
The 4.44 r180 used in GC STis has an 8-bolt crown gear. Most r180s used in Nissan 4x4 applications use a 10-bolt crown gear. However, D21/D22 Nissans use an 8-bolt crown gear (according to ARB's application guide).

Therefore, the ARB RD182 air locking differential carrier should be a direct swap into a 4.44 8-bolt crown gear STi r180 differential.
I'm not sure this would work as just because they have the same number of bolts doesn't meant they have the same PCD. There may be other differences too
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Old 17th June 2017, 12:16 AM
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Quote:
Originally Posted by NachaLuva View Post
I'm not sure this would work as just because they have the same number of bolts doesn't meant they have the same PCD. There may be other differences too
Double-checked the PCDs. All 8-bolt R180 differentials with the 115 mm crown wheel use the same 135 mm PCD.

However, early 4.44 Subaru R180s use a 25-spline output shaft, whereas the later 3.X ratio R180s use a 27-spline output shaft (same as Nissan R180s and the ARB locker). Therefore, it is in theory possible to install an ARB RD182 8-bolt air locker into an early 4.44 Subaru R180, but you will have to use GD-on 27 spline inner CVs.

Still, the R160 locker would make life a lot easier and cheaper by being compatible with every other Subaru.
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Old 17th June 2017, 01:04 PM
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A rear locker would be cool but on the 5MT it won't help much because the center Vlsd is a bit weak at 4 kg so all the traction would go to the front, on the wheel with the less traction. Options are DCCD or 12 kg center Vlsd.

With a 4EAT, a switch to lock the MPT and you're done ! Or swap for a 4EAT with VTD.
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Old 17th June 2017, 04:17 PM
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Quote:
Originally Posted by jf1sf5 View Post
A rear locker would be cool but on the 5MT it won't help much because the center Vlsd is a bit weak at 4 kg so all the traction would go to the front, on the wheel with the less traction. Options are DCCD or 12 kg center Vlsd.

With a 4EAT, a switch to lock the MPT and you're done ! Or swap for a 4EAT with VTD.
Yup, if I ever went to the trouble of installing a rear on locker on any future Subaru I own it'll be in combo with an upgraded gearbox, either auto centre lock mod or DCCD for a manual (relatively easy to find in JDM-rich NZ).
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Old 17th June 2017, 10:59 PM
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Quote:
Originally Posted by jf1sf5 View Post
A rear locker would be cool but on the 5MT it won't help much because the center Vlsd is a bit weak at 4 kg so all the traction would go to the front
Not quite true, I have a clutch rear LSD with a bog stock centre diff, 4kg viscous LSD. There have been many times the rear LSD has kept driving me forward with diagonally lifted wheels, even up a steep hill.

If the centre diff is in good working condition, it does a good job of transferring power to the rear. You can see the front wheel is completely off the ground but the rear wheel keeps turning:

http://youtu.be/odDwsvCsqRI
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