A multi-plate 7 ¼” clutch, steel flywheel, and hydraulic centre push conversion complete the package! Like the 2wd, an in car display is also available to show gear position and oil temperature. Reliable up to 800bhp, this huge gearbox requires a new gearbox tunnel fabricating, but like the 2wd cars we can perform this modification in a manner that looks factory installed, even retaining the carpet for road going cars! New uprated propshafts are required to connect to both front and rear diffs, along with a new rear gearbox mount. The rear gearbox mount is custom made to fit the Ford chassis.Īn optional gear position indicator (showing gear oil temp as well) can be added, to display an in car gear via a clear digital displayįor 4wd cars we use the Quaife 87G 6 speed 4wd gearbox with a new bell housing allowing direct fit to the YB block. This is a conversion we do in house, and looks like a factory installation after completion, even retaining the carpet for road going vehicles! A new multi-plate 7 ¼ clutch and steel flywheel along with hydraulic centre push are required, and a new stronger 1 piece prop shaft is used. The 60G gearbox requires only minor tunnel modifications to accept the new gearlever mechanism, whereas the 69G is a bulkier unit requiring the manufacture of a new gearbox tunnel. This is known as “flat shifting” as no clutch or lifting of the throttle is required during the gear change!įor 2wd YB cosworth powered cars, we usually recommend using a Quaife 60G 6 speed sequential gearbox for power outputs up to 450bhp, and its bigger brother the Quaife 69G for power outputs of 500bhp and above! Available with several gear ratio options, ratios can be chosen suitable for road and track day use, as well as ratios suitable for circuit or rally use. The result is a gearshift of near instant selection (typically 0.06 of a second) with the only driver requirement of pulling the gearstick. Its a dog engagement, semi helical setup so not noisy to use but good quick. Its an earlyish model, not sure of the actually age but Ive had it for about four years I think, last rebuilt a couple of years ago. At this exact moment the ecu reduces engine load by a combination of fuel cut and ignition retard, whilst the driver keeps his foot firmly to the floor. For sale NOW SOLD My six speed (plus reverse) sequential quaife box is up for grabs. In conjunction with a suitable ecu such as the AEM Infinity, rather than lifting slightly on the throttle, a strain gauge is added to the gear lever, indicating to the ecu when the driver is pulling the gearstick. This allows clutch less upshifts and speeds up gear changes to around 0.2 of a second. All that is required to change gear is to pull the gear lever and lift slightly on the throttle to reduce load on the dogs. The gears are engaged using a ring of dogs, machined in a manner that keeps the gear engaged under load. This type of gearbox features a gearstick that moves only forward or backward, in a “pull” to change up, “push” to change down format. ![]() The only recommended solution for these high output engines is to use a sequential dog engagement gearbox. In addition as power outputs go up, we start to experience gearbox failures such as stripped gears on high bhp cars, or damaged synchros due to forced “crunched” gearchanges. ![]() A traditional syncho gearbox struggles with this increased demand, often baulking or crunching, in an attempt to change gear quickly at high rpm. This results in gear changes that need to be made at both higher rpm’s and in a quicker time, so as to keep the turbo or cams “on song”. Often along with these higher rpm’s the power band becomes a little narrower, either due to the lairy nature of “race” cams or by the late spooling of large turbochargers.
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