|
|
hewland MK5 in a rhino box, shifty |
|
|
|
May 2 2008, 09:29 AM
|
I am Tangerine Racing
   
Group: Subscriber
Posts: 4,566
Joined: January 29, 2003
From: Bolton, CT
Member No.: 209

|
QUOTE I have a Mark 9 and it is for sale. The new engine for the car will destroy the transmission. I have been looking for Mark 5 parts but keep coming up short. Even with those parts I still do not think it will hold up. I have plenty of 901's and they are cheaper to replace. I haven't given up on the idea of buying your box Blake, but I would want to upgrade to 5 speed, Mk 5 parts, Rhino case, etc. Right now, good dog box transaxles are hard to find. My teammate looked into becoming a Webster dealer, and checked the price from Taylor for a ready to use box... way too much $$$$. Maybe you would be interested in a trade for a 1 3/4" header.
|
|
|
|
|
May 3 2008, 09:54 AM
|
Senior Member
  
Group: Subscriber
Posts: 1,328
Joined: November 11, 2003
Member No.: 1,335

|
Blake,
You an I agree on most everything, but I have to call BS on this one. I know you and Jake and Len are great engine builders, but you have limited chance of hurting a Mark IX with what we are doing. I have run that trans hard behind my six, which has really good torque, and I haven't been able to hurt the gearbox at all, and other people are running them. For you, at the tracks you are going to run I understand the gearing point, for us in the Northeast, and the Mid Atlantic states, changing gears must be done. On that portion alone, I would estimate to run a proper program here in the Northeast, you will need 8-10 different gears. To be geared properly, With a cost of 300-600 each set, I can see a minimum of 3600 if you want to run correctly here in the NE div, I am not sure about Mid Atlantic, but some people will run a gearbox, and not think it is worth the effort to change the gears, trust me, lap times come from many things, gearing is the one thing that racers think of last, and their lap times suffer. When you have perfect rpm drops and you have designed a set of gear ratios to be perfect, you will have lower lap times, keeping the engine in the power all the time is the right way, being slightly off the power in a couple coners makes you go slower. Most of us know this, so if you can get the right gearing with 901 then use it. Getting the gearing right is only part of the battle. Anyone who has shifted a Hewland understands a 901 will NEVER shift like a Hewland, there is no way possible even the best syncro trans will shift as quickly as a dog ring trans. NO WAY.
For me the choice was easy, quick shifts, cheap gears, most gearsets are less than 175.00 and plenty are out there used.
If you are racing a 914 and the anticipated power is under 230, Hewland is your only choice.
Erik
|
|
|
|
|
May 4 2008, 05:32 PM
|
Senior Member
  
Group: Subscriber
Posts: 1,328
Joined: November 11, 2003
Member No.: 1,335

|
Blake,
Don't waver, hold the project until you can do the Hewland, it really is that much of a difference.
Vitis,
The Hewland came in several conigurations. Everyone says you must have MK V gears if you use it is a 914, I run a 2.0 six in SCCA. and use all MK 9 gearsets, but I don't shift it without the clutch, although I probably could. I think there is now reason to shift it without the clutch, it shifts very fast, and the selection of gears are relatively inexpensive and plentiful. Taylor says you must use them, but I have not found the need. The LD will take a custome bellhousing, if you get a formula Mazda the shifter is in the right spot, and the run to the shifter is easy.
The photos I have included are of my install. I added a bar across the back of the engine compartment, and hung the back of the engine from a .380 aluminum plate, The plate had a step machined on both sides to locate the transmission, The plate started out as a .750 aluminum plate. Its cost was about 300.00. The plate is essential in locaqting the trans. My car has no mounts aft of the plate, the gearbox just hangs there. I figured if they could hang wings on a formula car, and the weight of the gearbox, I culd allow it to hang. No issues since 2005. Others have made mounts for the rear, but I don't feel it is necessary.
My set up is a Old Supervee system, with what is called "monkey motion" The formula Mazda shift mechanism is relatively in the same position. The shift box was very easy to fabricate, and I did not make the shift motion small, as I like to move the lever a ways. You could alter it's throw pretty easily. I would change the joints I used, and use steering joints, as I feel the apex joints may have a little play. I do not find it objectionable.
The axles are easy, the come from Dans VW, and they are cheap. He sells uprated CV joints which have bigger balls, The whole axle thing will cost you about 400.00 with bolts. You will still need to add a teflon buffer to the end of the axles to prevent axle float, easy to do.
The clutch is another issue. I used a annular release bearing and engineered a holder that goes onto the trans. It works well, has good feel, and is easy to bleed, I should have added a quick disconnect coupler for the hydraulic line.
Use only Swepco, and make sure you have the correct level set in the gearbox. The rear shift shaft does not seal well, and they weep a little bit of fluid all the time. Send the casing to RIC racing and ask Rick to install a rear shaft seal, no more leaks.....
Contact me if you need any other information. BTW, Ed Givler also runs the same trans in his gearbox, with the same gears.
Erik
|
|
|
|
|
May 5 2008, 12:09 PM
|
Senior Member
  
Group: Subscriber
Posts: 1,328
Joined: November 11, 2003
Member No.: 1,335

|
Blake,
Was it the SIR that was holding you back in GTL?
Vitis, I think you will have little issue. The trans may have been spoken for, but I have no money commitment yet. Edgetoo (on this forum) has done the swap successfully, as have I, I would suggest concentrating on the lightest flywheel you can get your hands on with a 4.5 twin disc clutch. I can steer you to the guy that made me the plate, and you can use an annular release bearing (hydraulic). That stuff is pretty easy to do.
Boy wouldn't it be great if we could put Hewland gearsets and shafts into a 901/914 side shift, yeeehaw. That would end the fitment, the mounting, the axles, the release bearing, the shift tower HMMM....
Erik
|
|
|
|
|
May 5 2008, 07:09 PM
|
914 Engine Surgeon
    
Group: Members
Posts: 6,474
Joined: August 31, 2003
From: Aircooled Heaven USA
Member No.: 1,095

|
QUOTE Blake I love your enthusiasm, but GT3 with a 914 is not going to happen. The best way to make any of us do things that we normally would not have the enthusiasm to do is to tell us tjhat it either can't be done, or that its "Stupid".. I was glad to hear that Blake wanted to run GT3.. Remember- we like to be the under dog.. If not I'd be doing the same shit everyone else is.
|
|
|
|
1 User(s) are reading this topic (1 Guests and 0 Anonymous Users)
0 Members:
|