Asked for quote and this is how they responded.
http://holinger.com.au/showroom/hml



Who's down!

Very cool I mean talk about bulletproof. That would be the ultimate trans for a DSM. Just hard to justify more money than most of us have into our entire cars. But who knows maybe there are 10 people out there with the extra Deep Pockets

I thought Mitsu's WRC transmission were XTrac?

Edit: Ah, Xtrac was 1-2. Here's the transmission in question:



https://historicdb.fia.com/sites/de...501/homologation_form_number_5469_group_a.pdf

FWIW, the exchange rate for AUD => USD would make the transmission cost $23,318.81, but that's still a tough pill to swallow.

Holy Jesus it's 6 gears!? I would definitely spend 10k no question 20k my finace might/will stab me and 30k I'm swimming with the fishes.

If any y'all start the process legit, please pm me. I'm down.

I don't exactly care for the 0.800 top gear for street use, but the rest would be great. I have been planning on ordering a custom ratio PPG gear set for a while now, which will be substantially much more $ than the standard evo1-3/dsm PPG gears offered through our supporting vendors. I just haven't made the arrangements yet and I'm not in a real rush since I don't have the whole 70k for my build list. I do however enough for this Holinger trans along with well over 20k in parts for this build so far. Maybe I should post a feeler for a group buy on these PPG ratios. Specifically, this attached picture I made shows exactly the 1-4 gearing I intend on buying to use along with my evo 5th gear. I made this chart, but mostly all of the "possible ratios from swapping gears" illustrated are actually likely NOT possible.



Bonus on the Holinger trans though, they are supposed to have adjustable front and rear diffs which could be beneficial for different scenarios. Another obstacle would be getting a shifter for the sequential trans, or maybe modifying my Ikeya Formula 5 speed sequential shifter.

well, there's 2 people, think its worth a poll?

I inquired with Quaife years ago and if memory serves correctly. They would have made a 6 spd awd trans adapted for our cars for ~20k and I don't remember them needing to sell any quantities for that price.

For the prices you guys are talking why wouldn't you reverse the motor and fab up mounts for an Evo 6 speed drivetrain? Seems like it would be cheaper in the end. Not that this isn't cool but for 20 grand you can build a pretty decent car not just buy a trans.

95REGF150 said:

For the prices you guys are talking why wouldn't you reverse the motor and fab up mounts for an Evo 6 speed drivetrain? Seems like it would be cheaper in the end. Not that this isn't cool but for 20 grand you can build a pretty decent car not just buy a trans.

Click to expand...

I doubt they would want to do that because the Evo 6-Speed is known to be a bit of a grenade. Lots of stories of them not holding much for power, and constantly fragging 3rd/4th even under just Bolt-On power.

95REGF150 said:

For the prices you guys are talking why wouldn't you reverse the motor and fab up mounts for an Evo 6 speed drivetrain? Seems like it would be cheaper in the end. Not that this isn't cool but for 20 grand you can build a pretty decent car not just buy a trans.

Click to expand...

Because the evo 6 speed is one of the weakest transmissions bolted to a 4g63.

Also because you can't just flip the motor. You'd have to re-engineer the timing belt system at the very least. if you spin the sirius I 4g63 backwards the timing belt can/will slip or jump off. You'd probably have to deal with cam/crank sensors not being meant to spin the other way, oil pump not being meant to spin the other way. And who knows what else.

If you want to use an evo 6 speed, and all you care about is having 6 gears and maybe 300-330 whp then get a ESi/GS/RS and swap in a sirius II and use a DSM Auto Rear end.

Tanro said:

Also because you can't just flip the motor. You'd have to re-engineer the timing belt system at the very least. if you spin the sirius I 4g63 backwards the timing belt can/will slip or jump off. You'd probably have to deal with cam/crank sensors not being meant to spin the other way, oil pump not being meant to spin the other way. And who knows what else.

Click to expand...

This is wrong. All 4G engines spin the same direction. You could make custom mounts to spin the engine 180* to use an Evo 4-9 transmission and transfer case. It's not remotely worth it to a Turbo DSM, but it is possible. That's basically what the NA 2G guys do when they do an "Evo" swap.

Apache said:

This is wrong. All 4G engines spin the same direction. You could make custom mounts to spin the engine 180* to use an Evo 4-9 transmission and transfer case. It's not remotely worth it to a Turbo DSM, but it is possible. That's basically what the NA 2G guys do when they do an "Evo" swap.

Click to expand...

No shit, the mirrored the engine, they didn't flip it. They just moved the shit that was on the left end to the right and vice versa. Talking about leaving the mfer in the car as it sits and using the damn different transmission. If you wan't to flip the engine around the other way you might as well go on ahead and get the block that was designed to be turned that way in the first place.

Also no.. Its not basically what they do. You either move the transmission mount bracket, or widen the hole depending on the transmission used. Leave the engine the way it sits and you are gonna have to spin it backwards to use an evo trans. One of the major reasons the Sirius II platform was flipped 180* was to eliminate the counter shaft.

Apache said:

This is wrong. All 4G engines spin the same direction. You could make custom mounts to spin the engine 180* to use an Evo 4-9 transmission and transfer case. It's not remotely worth it to a Turbo DSM, but it is possible. That's basically what the NA 2G guys do when they do an "Evo" swap.

Click to expand...

To expand on what Tanro said, when you're looking at a DSM era 4G63 from the belt side, the engine will be spinning clockwise towards the firewall. To move the car forward, the transmission needs to spin counterclockwise, or towards the front of the car. This necessitated a counter-shaft in the transmission to reverse the direction of rotation to move the car forward.

On a Sirius II engine, though the engine still spins clockwise when looking at it from the belt side, since it's mounted on the other side of the engine bay, the engine now turns towards the front of the car, and so does the transmission, allowing Mitsubishi to delete the counter-shaft to save complexity, and to reduce weight (6lbs iirc). Honda solved this problem in another way on their engines that were mounted on the left like DSMs, they spun the engine "backwards."

This next bit is speculation, the tradition of engines spinning clockwise was originally designed with rear wheel drive platforms in mind--a longitudinally mounted engine that spins clockwise is perfect to drive the rear differential forward--so by the time of the Sirius II redesign, Mitsubishi was mainly (only?) using it in transverse applications, so they redesigned it with that in mind.

shinzon said:

To expand on what Tanro said, when you're looking at a DSM era 4G63 from the belt side, the engine will be spinning clockwise towards the firewall. To move the car forward, the transmission needs to spin counterclockwise, or towards the front of the car. This necessitated a counter-shaft in the transmission to reverse the direction of rotation to move the car forward.

On a Sirius II engine, though the engine still spins clockwise when looking at it from the belt side, since it's mounted on the other side of the engine bay, the engine now turns towards the front of the car, and so does the transmission, allowing Mitsubishi to delete the counter-shaft to save complexity, and to reduce weight (6lbs iirc).

This next bit is speculation, but since the Sirius engine was originally designed with rear wheel drive platforms in mind, a longitudinally mounted engine that spins clockwise would be perfect to drive the rear differential forward, whereas by the time of the Sirius II redesign, Mitsubishi was mainly (only?) using it in transverse applications, so they redesigned it with that in mind.

Click to expand...

I agree with that. The other advantage to eliminating the countershaft was adding overall strength to the transaxle as well.

Perhaps I should have said rotated the engine rather than spin. Either way, Evo 6-Speed is garbage. That's why most 6-Speed owners ditch it in favor of the 5-Speed.

Now back to the Hollinger talk. I am a bit curious on how strong these gearboxes are. I would think to stuff 6 gears in the same space as 5 would require some sacrifices in the strength/durability department.

Tanro said:

No sh**, the mirrored the engine, they didn't flip it. They just moved the sh** that was on the left end to the right and vice versa. Talking about leaving the mfer in the car as it sits and using the damn different transmission. If you wan't to flip the engine around the other way you might as well go on ahead and get the block that was designed to be turned that way in the first place.

Also no.. Its not basically what they do. You either move the transmission mount bracket, or widen the hole depending on the transmission used. Leave the engine the way it sits and you are gonna have to spin it backwards to use an evo trans. One of the major reasons the Sirius II platform was flipped 180* was to eliminate the counter shaft.

Click to expand...

Ive never had an evo or really looked that hard at their differences so I didn't realize the block was mirrored like this when they went to the Sirius II. I thought I had seen a lot of the evo guys running 4G64 blocks which would be Sirius I correct? When I had originally made my comment I was thinking you would go to an evo motor as well, I didn't really mean reverse our existing engine. But since you guys are already down that road I'm missing something here. If both Sirius I and Sirius II spin the same rotation (clockwise) then you could in theory just swap our engine around and use it on the evo trans. The part you would have to make work is that now the intake would be at the front of the car and the turbo at the firewall side which would be more of a pain in the ass to make work then just finding a Sirius II engine.

And yes this got off topic from the Hollinger trans. Sorry to all.

95REGF150 said:

Ive never had an evo or really looked that hard at their differences so I didn't realize the block was mirrored like this when they went to the Sirius II. I thought I had seen a lot of the evo guys running 4G64 blocks which would be Sirius I correct? When I had originally made my comment I was thinking you would go to an evo motor as well, I didn't really mean reverse our existing engine. But since you guys are already down that road I'm missing something here. If both Sirius I and Sirius II spin the same rotation (clockwise) then you could in theory just swap our engine around and use it on the evo trans. The part you would have to make work is that now the intake would be at the front of the car and the turbo at the firewall side which would be more of a pain in the ass to make work then just finding a Sirius II engine.

And yes this got off topic from the Hollinger trans. Sorry to all.

Click to expand...

You COULD do exactly what you're saying. Except that the bellhousing mounting is a bit different. 2 of the bolts wouldn't line up if you used a DSM block with an Evo 4-9 trans. The Evo guys use a Sirius II 4G64, usually sourced from a 3G Eclipse or equivalent year Galant.

Ah got it thanks. Makes total sense now.

If someone is really serious about spending $30k for this I will sell you my whole car with the Holinger for that!

gixxerdrew said:

If someone is really serious about spending $30k for this I will sell you my whole car with the Holinger for that!

Click to expand...

So, wait... you have a holinger trans? Please share your experience!

Yes please let us know your experience on this transmission. I have been looking for one for awhile now.

gixxerdrew said:

If someone is really serious about spending $30k for this I will sell you my whole car with the Holinger for that!

Click to expand...

GPLaserRS said:

FWIW, the exchange rate for AUD => USD would make the transmission cost $23,318.81, but that's still a tough pill to swallow.

Click to expand...

22k is not bad. That is how much they typically are now days.

I'll be sharing some more photos soon on my website and here on tuners as I start working with the car more, but this should wet some appetites:

https://www.instagram.com/p/BtyXGRtHRZI

This is a Holinger gearset from my sequential transmission.