You must reuse the metal plate from the Festiva that's sandwiched between the engine and t
Drivetrain
The stock Festiva transmission actually bolts to the B6T. Festivas were available with both four- and five-speed transmissions, depending on the year. We belched forth an encyclopedia of obscenities when we couldn't get our tranny into fifth gear. Then someone suggested we might have a four-speed. Oh.
The Festiva's is the smallest FWD transmission we've ever seen, and can be hefted with four fingers. There are three main problems: They break, there's no available traditional limited-slip differential (although Phantom Grip (www.phantomgrip.com) does have a Festiva application), and the axles are so pencil-thin, and of such different lengths, that axle hop and massive torque steer are the norm.
Ford Aspire transmissions will also work, although they have a lightly lower final drive: 4.06:1 vs. the Festiva's 3.777:1, and a slightly different case. With the turbocharged torque of the B6T, a shorter final drive just means more tire smoke.
In order to use the Festiva transmission with the B6T you need to use the Festiva flywheel on the new engine. At this point, you'll also need to install an aftermarket clutch, as the stock clutch can only handle part-throttle-no fun. The Festiva clutch is itsy bitsy at 7 1/16 inches, seemingly half the size of the stock B6T clutch. You can use the slightly larger Suzuki Swift clutch and pressure plate, but this will require special machining of the flywheel and redrilling the bolt pattern on the flywheel to match the pressure plate. Given the limited surface area of clutch material touching the flywheel, finding a clutch that will tame the B6T's torque output while remaining driveable can be a challenge.
While a number of companies, such as ClutchNet, Centerforce, Clutchmasters and ACT offer Swift applications, we only found clutchnet.com to offer upgraded Festiva clutch units. ClutchNet, in South El Monte, Calif., suggested we use its Kush-Loc organic face disc with a double-diaphram pressure plate with 100 percent more torque capacity than stock. Given the small disc circumference, ClutchNet had to use a solid, rather than sprung hub, but uses a Marcel to damp the shock of engagement. ClutchNet estimates this setup to be good for up to 200 hp. A four-puck disc, while much less streetable, would be good for 300 hp.
CWS Tuning is working on a mount kit to install the B6T with its native tranny. The factory XR-2/323GT/Escort GT/Tracer LTS tranny is much stronger, and will allow the use of a larger diameter clutch. We also hear rumors of www.mazdaracing.com working on a kit to do the same.
A small ear on the aluminum portion of the B6T oil pan must be trimmed to clear the driver's side Festiva axle. We used a Sawzall because we like cutting stuff fast.
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You'll need to bolt the Festiva flywheel to the Mazda engine. Remember to use threadlocker
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The stock Festiva starter is used with the B6T, as it's spinning a Festiva flywheel.
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The only thing new and shiny about this B6T swap is the double-diaphram ClutchNet clutch,