30-04-2021

Cd009 Gearbox



We finally have the CD001-CD009, CD00A and Jk sequential shifter complete, after designing and testing a couple of variations we settled on the classic design we have been using for many years with a small change of shift pattern that I think suits this gearbox well, the shift pattern is 123456 with neutral being a half shift between 1 and 2 and reverse being selected from neutral with the lock out lever. Autosports Engineering 2JZGTE 2JZ 1JZ 2JZGE Engine to 350Z CD009 6-speed Transmission Adapter – Package Sale! $ 1,299.99 $ 1,099.99-Add to cart; Autosports Engineering 2JZGTE 2JZ 1JZ 2JZGE Engine to 350Z CD009 6-speed Transmission Adapter & Flywheel Combo Sale! $ 949.00 $ 849.99-Add to cart.

Putting together a performance parts combination to produce more power than you ever expected feels like finding a wad of cash in a jacket you haven’t worn in six months. There’s a sense of surprise, happiness and the inevitable daydreaming of how you are going to use this horsepower or cash to have some fun. On the flip side, having this new found power scrap your entire transmission feels like finding out you owe $2,500 on your taxes when you thought you were getting a refund. Thanks Obama! But seriously, transmission issues have plagued some of the best project vehicles of all time including Project Talon and Project RH9 GT-R.
Text by Michael Ferrara // Fabrication by Len Higa // Photos by Jun Chen
DSPORT Issue #132 While a broken transmission can seem like the end of the world, it isn’t. Long before anyone knew how to rebuild the DSM AWD transmissions, Project Talon destroyed every single used transmission available in Southern California and depleted the dealer’s inventory of new units. All in all, nearly $20,000 was spent in futility. Worst of all, no progress was made to find a solution at that time. This lesson influenced our decision to ante up nearly $15,000 to purchase a Holinger sequential transmission for our Project RH-9 R33 Skyline GT-R as soon as it produced enough power to kill the original transmission. While the purchase drained the savings account completely, it was money well spent. Over 40,000 street miles and 50 quarter-mile passes later, the Holinger has never let us down.

Making power from the turbo KA24 engine means nothing if you can’t get it to the ground.

If our ongoing KA vs. SR battle has proven anything, it’s that it is entirely possible to build a high- performance, turbocharged variant of the KA24DE engine. Jeren’s turbo KA24 in his Nissan S14 delivers over 500 horsepower (2016 Update: 700hp) to the wheels on pump gas. Considering that’s over three times the factory output, there is no doubt the factory transmission would be running on borrowed time. Fortunately, Jim Wolf Technology (JWT) was working on a solution that made perfect sense.

With the JWT adapter kit, the 6-speed transmission from a 350Z can be fitted on to a KA24 engine.

What transmission has six speeds, the potential to survive over 800 horsepower and a $1,700 street price? It’s the six-speed transmission from the Nissan 350Z. The Nissan part number 32010-CD009 transmission is the updated and improved-synchro edition of the six-speed found in the later 350Zs. While this FS6R31A transmission isn’t a simple bolt-on replacement for the original 5-speed in the 240SX, JWT has already made some of the key pieces needed to put the 350Z’s six-speed transmission on to an SR or KA engine. With the help of The Driveshaft Shop and the combined talents of our DSPORT engineering, machining and fabrication staff, we were able to perform the first-successful 6-speed transplant in a KA24/240SX S14 using the JWT bellhousing adapter and JWT clutch system.

Both the shifter mount and the shifter rod must be shortened as much as possible to fit the shifter in the right location on the 240SX.

Until someone decides to cast or machine a bolt-in shifter mount for this transplant, cutting and welding of a factory bracket is required.

Currently, the solution is not a simple bolt-on affair. However, we’ve shared what we’ve learned with JWT to hopefully accelerate the process of getting more of the components turned out. To perform the upgrade, one must source an FS6R31A transmission (new or used), the shifter bracket and shifter (new or used), shifter rod (new or used), hydraulic release assembly (new only), hydraulic release assembly hose (new or used) and a bellhousing (new or used) for an automatic transmission New 32010-CD009 transmissions include the shifter linkage and bracket. We had the transmission from Tobin’s wrecked G35 and we found the shifter bracket, shifter and hydraulic release assembly hose, along with a complete auto transmission from a 1996 240SX. We purchased the shifter rod and hydraulic release bearing new from Fontana Nissan and we embarked on a major challenge.

A custom braided-steel outer, Teflon inner -3AN hose mates to a brazed fitting on the modified stock hydraulic line. Mesa Hose (949.645.2661) made the custom setup for us.

When Clark from JWT told us about the possibility of using a 350Z transmission in Project KA, he had our attention. We dropped off our 350Z transmission along with the automatic transmission bell housing from a 1996 240SX. A few days later, an 800-horsepower-capable transmission was ready for pick up. The automatic transmission bellhousing offered a factory fit to the engine while JWT’s adapter plate mated this bellhousing to the 350Z transmission. JWT’s solution allowed the 350Z transmission to be bolted in place and that proved to be half the battle. To complete the conversion, we knew that we would need to fabricate a transmission mount, modify the 350Z shifter bracket for fitment in the 240SX and have a custom driveshaft made. Our in- house Chief Designer/Fabricator Len Higa designed and built a transmission mount that properly positioned and secured the physically larger transmission in the vehicle. Len also modified the 350Z shifter rod and shifter bracket to minimize the overall length. Minimizing this length positioned the new shifter as close to the original position as possible. In fact, it’s only 2.5-to-3.0 inches back from its original location. This new location required extending the original shifter cutout in the transmission tunnel. Considering how far back Jeren sits in the 240SX (with the stilts that he calls legs on his 6’ 7” frame), this was probably an improvement to the ergonomics in his case. In addition to providing the solution to get the 350Z trans mated to the 240SX’s KA24DE engine, JWT also engineered the solution to get the power from the engine to the input shaft of the transmission. A custom aluminum flywheel is available for 225, 240 or 250mm JWT clutch systems. Looking for a clutch solution that could handle plenty of abuse, we opted for the metallic disc and 1,200 kgf 240mm pressure plate. This system has an advertised torque handling capacity of 650 lb- ft. While the turbo KA24DE is currently producing 495 lb-ft of torque, even a small shot from a nitrous oxide system might put us close to the 600 lb-ft mark. Hence, this seems like a great choice.

JWT offers a number of clutch options. We opted for the metallic clutch to handle our abuse.

Since the output shaft of the 350Z is massive in comparison to the 240’s transmission and since the overall length of the new transmission is longer, a new driveshaft was a must. Fortunately, The Driveshaft Shop built us a lightweight, high-strength aluminum driveshaft to the correct length with the correct yokes on both ends. Best of all, these guys cranked out the custom driveshaft in no time. We literally had it in our hands the same week that we ordered it.

The output shaft of the 350Z’s 6-speed is massive compared to the factory 240SX’s shaft

If the story stopped here, it would sound like we tackled a challenging and involved project without much incident. In fact, the transmission actually came in and out of the vehicle no less than a half-dozen times (we lost count somewhere along the way) and we annihilated three hydraulic release assemblies in the process. Fortunately, no one else will have to suffer the same since we found the solution to the issue and it has since been remedied. The hydraulic release assembly was originally positioned too far forward on the JWT adapter kit with our clutch combination. This was causing the release assembly to contact the clutch disc and immediately get wiped out. After pinpointing the issue and following up with measurements (and numerous checking installations), we solved the problem. Now, all of the JWT adapter kits provide this optimized position of the hydraulic release assembly. Since the clutch master cylinders are the same bore in both the 240SX and 350Z, the pedal adjustment can be made on the factory pedal assembly.
The 350Z 6-speed transmission does not have an integral vehicle speed sensor. As a result, another speed sensor from the driveshaft will need to be fed to your speedometer. If you are lucky enough to have an ABS equipped 240SX, you can use a Dakota Digital converter box (about $85) to provide the proper speedometer calibration. If you do not have an ABS-equipped 240SX, you’ll need to mount a driveshaft speed sensor on the input yoke of your differential. Stay tuned as we’ll have a Quick Tech on the process next month.

Keeping the engine from dropping out of the powerband is a major benefit of the 6-speed swap.

Replacing the factory 5-speed with the 350Z’s 6-speed is a must for anyone planning to make more than 300whp in a 240SX. Not only does the 6-speed have triple the strength of the original 5-speed transmission, it also delivers superior performance due to its closer-ratio design. The gearing is optimized for performance. With a set of 275/40R17 (or another 25.7-inch tall tire) on the rear, zero-to-60 blasts can be completed at the top of second gear at our 7,500 RPM redline. When going into Third, the engine RPM has a short drop to just 5,250 RPM. The 3-4 shift is even better as the engine starts at 5,870 RPM in Fourth. The performance spacing keeps the engine just over the peak torque RPM ensuring that auto-magic traction control is taking place. When not making shifts at redline, the 6-speed cruises with the best of them. At 65 MPH, sixth gear will give you 2,550 RPM. For comparison, 5th gear in the stock transmission was a little over 100 RPM lower at 2,435 RPM. Hence there isn’t a need to change the final drive to maintain nearly the same cruise RPM.

Price List:

Part NumberPart DescriptionMSRP
Nissan 32010-CD0096-Speed Transmission$1,807.23
Nissan 306A1-JK40DHydraulic Assembly$120.27
Nissan 313A1-41X61Bellhousing (Auto)$458.84
Nissan 32839-AC80AShifter Assembly$133.32
Nissan 30855-EV00CHydraulic Line$18.52
JWT L6SPD-KA240Adapter Kit$375.00
JWT L2409-6SPD4Aluminum Flywheel$399.00
JWT LZ320-NC2MDClutch Kit$599.00
Build Parts Total (Total M.S.R.P.)$3,911.18
Build Parts Total (Street Price)$2,900-$3,300

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Why choose a CD009 transmission

Sometimes the choice of transmission used in an engine swap isn’t given the consideration it deserves. However, your satisfaction with the results hinges on the transmission you choose. The success of your LS conversion depends on it. That is why a CD009 is worth considering.

Gearbox

Commonly, a T-56 transmission is the first choice for a high horsepower LS swap. It has a good reputation for performance and reliability. Still, it can be expensive. The average cost of a new LS T-56 is $2,500. Because they are increasingly scarce, rising prices for the T-56 and other 6-speed transmissions leave enthusiasts searching for less costly options. The CD009 is an excellent possibility.

CD009 the best budget-conscious transmission

The CD009 is an affordable 6-speed option that works. Because these transmissions are plentiful, they are less expensive than the more well-known alternatives. Costing about $1,700 brand new, the Nissan CD009 is found in the ’05-’06 350z and g35. Used, it sells for around half that price, which makes it the perfect solution for those on a budget. A quick search reveals there are many sites where you can find a CD009 transmission for sale.

Initially intended for a select group of cars, the CD009 transmission found a growing community of fans among car enthusiasts. Its popularity created enough demand that the automotive aftermarket took notice. Subsequently, third-party manufacturers designed quite a few parts to simplify the installation of the CD009.

CD009 Adapter and Adapter Kits from G Force

The “bolt-on” adapter plate offered by G Force easily mates the Nissan CD009 to LS and Vortec motors popular in GM conversions. The adapter plate is uniquely designed to require very little transmission modification. A minor clearance trim on the inside of the bellhousing ring gear is all that is needed. Trimming means polishing off 0.06″ from an area the size of a postage stamp. The G Force kit includes:

  • Custom Steel Flywheel
  • 3/8 Steel Adapter Plate with a Powder Coated Finish
  • Pilot Bushing and Adapter
  • Hi-Torque Starter Adapter (Standard Hi-Torque Mini Starter for SBC engine is used and not included.)
  • Mounting Hardware

Further details regarding the LS to CD009 Adapter Kits are available on our products page.

Cd009 Gearbox Strength

Additionally, the market also has a wide variety of adapter plates available for many makes, including Toyota, Honda, Ford, and others. It is very likely an adapter plate exists to make this transmission work for you.

Will it hold power?

The fundamental question is, will it hold the power of my motor swap? The CD009 is popular in the swapping community because it consistently holds high horsepower. Unofficially, this transmission has more than enough strength for the average motor swap. Tested and proven reliable in cars with over 1000 whp, it goes far beyond most drivers’ requirements. Therefore, those looking for an alternative 6-speed for their LS swap should look no further.

Cd009 Gearbox For Sale

It is important to note that this transmission is not confused with the earlier generation found in the 2003-2004 350z. Previous versions were known to grind between gears. However, in mid-year 2004, Nissan updated the transmission. The upgrade to stronger triple cone synchronizers in 1st, 2nd, and 3rd gears eliminated that problem. Now, even when compared to the T-56 Magnum, the CD009 is an incredible transmission for the price.

What about gearing?

Gearing plays an essential role in how your vehicle performs. Although long gear ratios accelerate more slowly, they provide less shifting time and higher top-end speeds. Conversely, shorter gear ratios require that you shift more often but help you accelerate faster. When considering the information on the CD009 Gear Ratio table below, remember that the lower the number, the longer the gear ratio—translation: slow acceleration but better fuel economy.

When comparing a CD009 to a T-56, the results show much longer gears for the T-56. Therefore, for acceleration and performance both on and off the track, the better choice is the Nissan CD009. The exception is drag racing, where longer gear ratios reduce shifting time. The T-56 performs better in that situation.

CD009 Gear Ratio Comparison

GearT-56CD009
1st2.663.78
2nd1.782.32
3rd1.301.62
4th1.001.27
5th0.741.00
6th0.500.79

Cd009 Gearbox Kit

Why choose a CD009?

People choose this transmission for reasons as varied as the enthusiasts themselves. However, some of the most popular stand out.

Cd009 Gearbox Ratios

  • Widely available
  • Affordable
  • Shifts smoothly
  • Proven reliable
  • Holds high power
  • Large parts aftermarket

Cd009 Sequential Shifter

Although an underdog in the swap community, it is a solid swap option. Find out more about LS Conversions, and our adapter kit for your LS swap.

Our team of experts is ready to Chat with you or give us a call at 330-753-5300.