echojilo.blogg.se - Rebuild quaife sequential

#Rebuild quaife sequential upgrade

#Rebuild quaife sequential upgrade

This is an essential upgrade for anyone looking to improve the performance of their gearbox or differential and get the most from the transmission. This high polish surface finish produces a smooth surface that not only allows for more even lubrication of the entire gear, but also reduces friction between meshing parts, thereby reducing heat and wear on the part, and increasing the longevity of your gearkit or gearbox. Upgrade your gearkit with REM superfinishing to give a much smoother surface finish to the gears. Digital display optional and paddle shift ready.Supplied with either a lever and cable or air actuator.New generation of gearchange mechanism allows fitment into front or rear wheel drive configurations.Can be used with original speed sensors.Retains stock FK2/FK8 clutch, differential, driveshafts and mounts.

6 wider than standard gears for additional strength.

Drum style shift mechanism for fast reliable gear changes.

All gears are straight cut.įitment of the Quaife QKE10J is a must for those wanting to turn the FK2/FK8 into a true performance heavyweight. The design includes additional bearing supports between the 4th and 5th gear to strengthen the shaft making a more efficient and robust gearbox better suited to racing and rally use. i dont know what the gea ratios are, but as mentioned before is was mated to 270 hp Duratex, ran 15 inch wheels and went like stink suggesting the ratios were well matched.Designed and manufactured in-house at Quaife's Sevenoaks, Kent facility, the QKE10J 6-speed sequential gearkit retains the original bellhousing side of the FK2/FK8 gearbox, with a Quaife manufactured alloy transmission casing, which retains the original mounting points and driveshafts, and incorporates Quaife's state-of-the-art sequential gear change mechanism that means it is impossible to mis-shift with ultra-fast shifting. The car is known to Troy at NMS and although he cannot guarantee the box he is happy to confirm it is in fine working order. the reason it is for sale is that i am making some changes to car including a new Quaife 60G box with a closed loop geartronics paddle shift system, no other reason. The car it come out of (which i own) has a Dunnell engine producing 270 bhp. They will be buying a Quaife 6 speed sequential gear box that is in perfect working order that has come out of a proper 2000s Westfield built i believe by a guy called Paul ot Mark Hands, he decided not to use the Elite gearbox as they were unreliable so he decided to use a Quaife box instead. I agree £2500 is a large chunk of anyones money but compared to the cost of a new one it is rather cheap i think. They require more technique to use, and some find gear changes at light throttle openings tricky.

However, you now have no weaker sacrificial synchros, so wear will take place on the gears/dogs themselves. This means the the gear change can be incredibly quick, it also opens up the oportunity for clutchless gear shifts. Dog boxes on the other hand have no internal method of synchronising gears during a gear change, that's for the operator! They actually have a sort of ring of teeth on the face of the cogs to lock them in place.

This "slows" the gear change down somewhat and provides a weak link in the gearbox, but is perfect for road use, especially when changing gear at low revs. There's plenty of detailed descriptions of how it works on the web, but essentially it's a way of offering smoother, easier gear changes by matching the speeds of the two cogs that you are about to engage when you change gear. Syncro on the other hand refers to how the gears are actually engaged when you change gear. The straight cut arrangement offers much less drag and internal resistance so doesn't sap as much power as a conventional helical box. Straight cut on the other hand with just one tooth meshing have that typical loud gear whine, (and while technically its a weaker design, the uprated materials for the gears normally make them stronger than the standard cogs). It's significant quieter, and because the load is spread out across the other teeth, stronger for any given material. This means that all the gears have more than one tooth meshing with their partners. Typical normal road cars have helical cut teeth, if you looked at a cog from the side, all the teeth appear to run diagonally from the front to the back face of the gear. Straight cut refers to how the actual teeth are arranged on the cogs.

Just to avoid confusion, synchromesh and straight cut gears are two different and unrelated options on uprated gearboxes. Would this be synchro or straight cut gears?