Full bolt in T56 Magnum swap kit for the 2JZ S14 Nissan 240SX is now available. This kit includes a brand new Tremec T56 Magnum (built to your choice. GR700-GR900-GR1000-GR1000F), Quicktime SFI Steel bell housing, billet shifter relocation, and chromoly transmission mount. Driveshaft and clutch is optional, but recommended to make this an easy bolt-in experience. There is NO CORE charge. 

This is setup for an S14 Nissan 240SX with 2JZ SWAP. Fits cars using Freed Engineering, Xcessive, or Ebay (CXRacing) engine mounts.

If you add up the cost on all these parts, you will see that I am matching prices with big name speed shops like Summit and Jegs. Not only do I match big box store pricing but I put it all together in a one-stop-shop package deal and also provide you with the little details they don't... like proper hardware and a pilot bearing for the bellhousing, which quicktime doesn't include... Also I trim the bell to fit perfectly, I am not just drop shipping an item and taking my cut of profit like these big name stores. I also include a wiring pigtail kit, and billet speed sensor block off. Oh, and did I mention I have actual product support as well? Try calling Summit and asking for help on your T56 Magnum swap!

The stock tremec (GR700 kit) is rated at 700 ft lbs of torque so this can hold up to some serious power levels. Also available in the GR900, GR1000, and GR1000F build levels.

This bolt-in kit includes:

• Brand new "stock" T56 Magnum Transmission
• Quicktime SFI Steel Bellhousing 
• Full chromoly tubular transmission crossmember
  
• Prothane Polyurethane T56 transmission mount + hardware
• Relocation shifter, moves the shift point back and places shift point perfectly in tunnel.
• Includes wiring pigtail and plug kit
• Current clutch options are here
• I recommend the "close ratio" TUET11009 - 2.66, 1.78, 1.30, 1.00, .80, .63 but i can also get this in "wide ratio" TUET11012 - 2.97, 2.10, 1.46, 1.00, .74, .50
• Driveshafts are available in aluminum and carbon fiber for the stock rear differential as well as other rear ends, just let me know what you have. 

I recommend a 3.70 or taller gear to make the car work well on the street.

So, I get a lot of requests from MK3 guys asking if I can provide a T56 Magnum Swap kit for their MKIII Supra. Short answer, I can but it is not a truly bolt in affair.

Reason being the MK3 tunnel is very tight near the tail case of the transmission, and the stock crossmember mounting points on the drivers side need to be heavy modified or even removed. Therefore, I am not comfortable making a crossmember that bolts to the factory points.

However, one of my customers came up with a nice solution using one of my chromoly crossmember fabrication kits. I am going to make a jig up with this crossmember solution, so if you are interested in a full "bolt-in" kit I will have that available soon. The only modifications you will need to do is clearance the drivers side crossmember mounting point, and drill four holes in the factory rails to use as new mounting points for the crossmember.

Here are some pictures David sent me of his MK3 crossmember fab work.

Here you can see where the drivers side oem crossmember mounting point was removed to clear the transmission case.

So, for you 2JZ swapped MK3 guys that want a stout transmission, this is now a reality... it will just require a bit more work than my other kits in terms of bolting up a crossmember.

Here is the MK3 Supra GR-Series T56 Magnum Swap Kit product now available on my web store. If you would like a clutch + kit package price contact me.
 

As a continuing effort to develop more and more bad ass products for the MKIV Supra, I give you the GR Ultimate IRS Coilover setup.

So you might have seen the pictures of my Ultimate IRS subframe, which is a strengthened chromoly tubular unit designed to be a direct bolt-in factory replacement. However, the subframe is after all, just a subframe. There is a lot more than just the foundation to make the total package work.

The main player in this setup is the custom lower control arms, which not only allow adjustability, but also the use of a common through-bolt style drag shock. To make it all work, an upper hat is also included that bolts to the shock tower area. This setup is 100% chromoly, for not only incredible strength but also lightweight.

This control arm and upper hat mount setup allows for use of a double adjustable shock, which allows you to not only set compression, but also rebound, which is really important in setting up an IRS suspension. Rebound allows you to control how quickly the car comes back up from the squatting position, this allows you to keep the car planted rather than bouncing up and down when the car unloads, such as in a 6-speed car during shifts!

Not only does the GR Ultimate control arm setup allow for the use of a common affordable shock options, but it also allows for camber adjustment with the lower control arms single adjustability.

On top of that, it includes mount tabs for travel sensors so you can fine tune your suspension on launches, going around/down the track, as well as on hard cornering for the road course guys!

The lower control arms / upper hats / and multiple coilover options are available as a kit with or without the shocks/struts.

So, today is just the beginning... The launch of the Ultimate IRS Coilovers, with more components coming soon, including the actual subframe itself! I am working on the pricing for that next, so stay tuned. I anticipate having the pricing setup for those sometime in January 2018. Until then, please be patient as I am working as quickly as I can.

Above is a picture of the travel sensor installed.

Interested in the suspension setup or have questions? Get a hold of me.

COUPON CODES ARE NOW ACTIVE! 

Black Friday specials at Grannas Racing. Pricing valid only black friday through cyber monday!!!

COUPONS ARE NOW ACTIVE!!!

$500 off GR-series 6-speed T56 magnum transmission kits with driveshaft along with purchase of clutch. (FULL PACKAGE)
COUPON CODE: MANPEDALBLACKFRIDAY

$200 off GR manual steering racks for the Mazda FD3S RX7 and MKIV Toyota Supra.
COUPON CODE: RACKBLACKFRIDAY

$200 off GR 8.8 kits when purchased with axles

$300 off GR 8.8 kits when purchased with axles AND driveshaft
COUPON CODE: 88BLACKFRIDAY

In this video I will walk you through the install of the my 8.8 mount kit for the MKIV Supra / Lexus SC300.

This kit is a relatively simple and fast install, but there is a process to doing the load bolts which is very important. One of the advantages to my kit is the use and ease of access to install the load bolts, which provide extra strength for these 8.8 differentials. The load bolts basically keep the main bearing caps from stretching and causing uneven wear and premature failure of the bearings. They also improve the overall strength of the case and rear as a whole.

For more information check out Grannas Racing Supra 8.8 Rear Differential Kit

Here is a short written guide on the install process:

1. Clean the case flange where the cover will attach
2. Remove the load bolts from the cover. Apply some sealant to the threads on the load bolts (You can use RTV/Silicone).
3. Reinstall the load bolts, but this time back them all the way out so they will not hit the main caps when installing the cover.
4. Use four of the silver bolts to attach the cover to the case (this is temporary, do not use any sealant yet!) You will put two bolts on the left 9 o'clock position, and the other two bolts at the right 3 o'clock position. Tighten these bolts down to 25 ft lbs. making sure the load bolts are free and clear
5. Spin the load bolts down until they hit the main caps, and lightly tighten these 5-10 ft lbs. After you hand tighten the allen bolts, use a 3/4" socket and tighten down the locking nuts. You do not want too much pressure on the main caps, it can lead to premature bearing wear.
6. Now your cover is completely ready for final installation. Remove the 4 silver bolts and pull the cover back off.
7. Apply sealant to the 8.8 rear case, and stack the rear cage on top of the cover, and use the longer black socket head bolts to attach the cover and cage all at once. Start the threads on all 10 bolts before tightening. These do not require a crazy about of torque, 25-30 ft lbs will do.
8. The front mount install is very simple. The two 4" long bolts will pass down through the two center holes in the mount. The bolt should have one fender washer on the top side. On the bottom side the two thick washers go on first, then the fender washer, then the lock washer. Tighten these down and the rear is ready for install.
9. Install the rear in the same fashion you would install the stock differential, the only difference being you will use nuts in the rear rather than bolts passing through the bushings.
10. Don't forget to install the 8.8 stubs with a rubber mallet, and also don't forget to fill the rear with fluid!

So, I generally get asked this question two or three times a week, as it is one of the more complex installation procedures of one of my GR series transmission kit installs. With a T56 Magnum you have to use a hydraulic bearing for clutch operation, and these can be a little intimidating to setup properly. 

Hydraulic release bearings require an air gap when initially installed. Normally 1/8" to 1/4", so I generally shoot for about 4mm, or around 3/16". A good thing to note is this air gap will only be present BEFORE bleeding the clutch. It is normal for this air gap to disappear after the bearing has fluid in the system. The bearing will contact BUT NOT PUT PRESSURE on the fingers of the clutch during normal operation. So, if you are doing a re-install of a used bearing, make sure all the fluid is out of the bearing and that the bearing movement is at it's complete backed out position.

From doing so many of these installs, here is what I found to be the easiest, and most accurate way to get the bearing gap set perfect.

1. Install the clutch completely, torquing down the pressure plate to spec
2. Install the bell to the block. Torquing it down as well making sure it is completely flush.
3. Measure the distance from the face of the bellhousing to the tip of the clutch fingers. Use a straightedge across the bell, and a micrometer to measure the distance.
4. Next, install the bearing onto the transmission. Take the straighedge and hold it across the front of the bearing, keeping it level and measure from the straightedge back to the face where the bellhousing will mount.
5. The final location for your bearing face should be roughly 4mm less than the measurement taken from the first measurement on the clutch fingers.

Improper gap can lead to clutch slippage and failure, or bearing failure from overextending its operating range. Too little gap will keep constant pressure on the fingers, which can make the clutch slip, and wear down the surface of the fingers. Too much gap will allow the bearing to slide further than it's intended too, and if it does this it will lose its seal and puke fluid all through your bellhousing. So, do this once, and do it right.

Hopefully this video helps a lot!

Want the ultimate swap kit for drag, half mile, road course and still use your car for limited street use? Then look no further than the GR1000S sequential t56 magnum kit. 

Using the strong Tremec T56 magnum case, and stuffing it with the strongest PPG 6-speed gear set imaginable, then combining it will true full power no-lift sequential shifting makes this the ultimate 6-speed setup. This transmission has been proven durable, and there are vipers making north of 1600HP and well over 1400 wheel torque with this setup.

The PPG shifter shown is included, and can be located for multiple vehicles depending on your needs. In these pictures, you will notice the included shifter can be relocated rearward to allow perfect fitment in the MKIV Supra, Lexus SC300 or Lexus IS300, and Mazda RX7 (FD3S). We can also move the shifter to fit your chassis, just let us know what car and I will get it setup.

The GR1000-Sequential kit uses a T56 Magnum case with a full billet PPG gearset, which is available in multiple ratios to best suite your cars needs. Including a new ratio that matches the V160 gearing almost identically. So if your looking to do the baddest 1/2 mile Supra then this is the transmission you need.

Available Ratios: 

This kit is offered as a 100% bolt in kit for the Toyota Supra, Lexus IS300, Lexus SC300, and Mazda RX7 (2JZ swapped. 13B-20B FD3S coming soon!).

The PPG T56 Magnum transmission is also available standalone, to swap into any vehicle application of your choosing. Just let me know what you have and I will try and put it all together for you. Contact Me for a price quote.

MORE INFO 

Finally, after many revisions to make this the best possible product there can be, the Grannas Racing 8.8 kit is ready for release. If you saw the first prototype you will see that this version is now quite a bit stronger in design. The main crossbeam of the cage now has full length gussets, making the main support a C-channel, which makes it unbelievably strong. So strong in fact, it comes with a lifetime warranty on the mounting assembly.

One of the best features is the ability to retain load bolt functionality. Load bolts are integrated into the aluminum cover and help keep the main bearings on the differential from distorting under hard acceleration. These are a key feature of my setup. I will be posting a video showing the install process later this week which will cover the cover/load bolt install.

I originally developed these 8.8 kits for my GR-Series t56 magnum customer's who crave a shorter gear to better match up to the T56 Magnum's overall gearing. The ideal ratio for a magnum trans is 4.10-4.30.

This kit was also designed for those looking to keep within budgets. I used the 2007-2010 Explorer case since they can be found easily in local junkyards for $150-250 dollars.

Not only budget friendly, the 8.8 offers an impressive amount of gear ratio options, and most ring and pinion sets can be purchased for under $200. Compare that to the cost of a Toyota ring gear and pinion set! I would not even be suprised if the 220mm ring/pinions will be discontinued soon as well. I am probably leaving a bunch out, but here is a quick list of the available ratios for the 8.8 (2.26, 2.47, 2.73, 3.08, 3.27, 3.31, 3.45, 3.55, 3.73, 4.10, 4.30, 4.56, 5.14)

Not suprising, limited slip differentials for the 8.8 are also very affordable. For example, a Detroit true-trac is $450 on summit racing and is known to hold upwards of 800whp. So, with a quality ring and pinion, strong LSD, and a rebuild kit you are under $1000 for a fully built rear that can handle a lot of power.

Now, let's talk axles. I have three options for you!

Stock Modified Axles
These will require you to send in a core. You will need to send in your stock Supra/SC300 axles and we will turn them into Level5 axles. These will use the stock outer axle stub with a stronger main bar, along with Porsche style inner CVs and a set of billet 8.8 stubs making a very strong axle. These will save you around $400 off the Level5 axles.

Level 5 Axles
These require no core. These will use a billet outer axle stub with a stronger main bar, along with Porsche style inner CVs and a set of billet 8.8 stubs making a very strong axle. These are basically the same as the stock modified, we just don't use the stock outer axle stubs.

Pro Axles
These are the strongest axles available. These use a billet outer stub, 30 spline aerospace grade main bars, along with 108mm Porsche style outer and inner CVs and a set of billet 8.8 stubs making a 1200HP capable axle, and carry a one-year warranty. These also include a  set of billet wheel hubs to match the heavier spline outer stubs!

Pictured below are the Stock Modified axles.

Kits are now shipping, with only a short wait on axle production. SHOP NOW