DDK - Die Deutschen Klassiker

C'mon Darren...get a bloody move on and get some paint on the damn thing......can't be that difficult for you surely..

jtparr wrote:C'mon Darren...get a bloody move on and get some paint on the damn thing......can't be that difficult for you surely..

You are right!……maybe if I ask 'pretty please!'

Spent an enjoyable morning Up North Wednesday with the great sage of the Lakes ……

….I was greeted by the sight of my gearbox mounted and ready for disassembly….



….along with breakfast! ….Mike had also lined up a rather nice lunch for later in the day, top bloke! …



….looking around Mike's shelving, I asked what was gearbox 251?….



….turns out I was looking at it….incredibly Mike logs and stamps every gearbox he's ever built along with carefully documenting all the components inside; turns out my gearbox is a 72 ...



…so, to see what's inside….







….nothing too bad really, sure a little wear although nothing looks horrendous and we'll be replacing a couple of gear sets anyway…

…also adding an internal spray bar and pump courtesy of Ben Coles who is also machining the end plate….



….now all I have to do is choose 2 or 3 gear sets from this little lot! ....



Cheers,

Great attention to detail Darren

Don't forget the teddy bear! A no brainer

It is in safe hands!

Hi Darren, looking good lad, must be really exciting!

All of the shiny gold bits look awesome, do I assume they are all new? Please can you advise who supplies them and do I assume it is a 'standard' list for resto?

Thanks

Adam

Bigfoot wrote:do I assume they are all new?

All old stuff Adam, cleaned and re-plated......all being sorted by Gary Cook. Great guy to deal with and super knowledgeable

251 gearbox rebuilds and counting! Plus documents on each one. Very impressive.

I have 2 of those rebuilds.
Mike keeps huge photographic files of the tear down/rebuilds he does.

Best bit about going there with the trans is that he pulls it apart to the near bare bone there and then in front of you. This is good fun to watch as it takes him considerably longer to put it back together!

However, you do get a clear in-sight as to what is obviously bad.

I recall him pulling apart my alum case 3.2 box as the gear train fell out of the housing due to spun bearings....($$$$$$) and the use of another specialist who cocked that up and Mike had to correct their 'work'.

good luck working out those ratios...I know how that feels

Never got a free breakfast yet though!

911hillclimber wrote:I have 2 of those rebuilds.
Mike keeps huge photographic files of the tear down/rebuilds he does.

Best bit about going there with the trans is that he pulls it apart to the near bare bone there and then in front of you. This is good fun to watch as it takes him considerably longer to put it back together!

However, you do get a clear in-sight as to what is obviously bad.

I recall him pulling apart my alum case 3.2 box as the gear train fell out of the housing due to spun bearings....($$$$$$) and the use of another specialist who cocked that up and Mike had to correct their 'work'.

good luck working out those ratios...I know how that feels

Never got a free breakfast yet though!

Would somebody be willing to post a link describing that the letters means for gearboxes? I've watched in wonder now for a couple of years and although Alan Turning would have no trouble I'm no nearer to understanding them.

Gear ratios...

Lightweight_911 wrote:Gear ratios...

Was you going to make a recommendation Andy?........would love to hear your suggestion.

Cheers,

It depends on a number of factors including:

- your engine's characteristics
- final drive ratio (7:31 or 8:31)
- rear tyre size
- the type of driving you're most likely to be doing

I have a gear ratio spreadsheet somewhere - if I find it I'll post it in the 911 section.

I have close ratios in the transmission of my 904 :

A E J Q X

- but I have a 904 mainshaft.

Thanks Andy,

Final drive will be 7:31.

I won't pretend to know what I'm talking about however discussion with Mike was that I'd like to keep the car very punchy and on cam through the gears, taking advantage of the 8K rev limit with a taller top gear for cruising.
Drivable but a screamer all the same!

Mike made the following recommendation but also suggested I run this past Nick as he'll have a better take on the characteristics of the engine. Decision was also based on what I have already.

Thinking of:…….

AZ JW NT PQ ZA

To make choice even more difficult, Guard Transmissions offer multiple custom ratios as well!

If any experts would like to chip in with suggestions then please feel free.

Cheers,

My personal take:

Car; hot rod road car

Standard 1st so traffic jams are easy
Slightly taller 2nd if engine not too cammy but 8K in 2nd will be quite a buzzz
Stock third so engine falls straight onto the max torque from a screaming 2nd
Stock 4th for the same reason but you are now going quite fast for UK roads..
Tall 5th for the cruise home after the blast.

Mike gave me a box like this for my hillclimb car except 5th is blanked off as I only need about 110 mph
The mainshaft has a separate spline fitting for 1st, not the solid machines stock type.
Quaiff LSD and a 'tall' CWP ratio escapes me but it is a rare ratio, taller than a stock 3.2 trans.
California MS Teddy Bear and a few other tweeks for the mid-engine layout using a 73 mag 915 case.

you might like to ask this question of Jonathan Williamson too as his box is tweeked for the hills.

I refer to hillclimbs because a good hill track is just like a country lane run knowing nothing is coming the other way and the match of engine to trans is a key ingredient to fast progress which i guess is what you want.

Bad news is the 915 gear change and all new parts will not necessarily mean fast gear changes...