Just wondering if the lubed box Gurus can chime in "only" for an idea I had for sometime that hit me on the head all of the sudden as probably good enough for light road car.

The Ultima boxes an aftermarket and other brands go for
sub 700 Usd these days in sequential 5 and 6 speeds some
capable of handling 2.3 litre torque monster v-twins.
So could the input shaft be machined for custom clutch
housed in auto bellhousing from a jatco then rear belt
drive output shaft to a uni with rubber doughnut or other
slip yoke type setup for an affordable sequential box?







plenty to choose from
http://www.tejasthumpcycles.com/transmissions/transmissions.htm

Wards, Bige, Jmac, Sykine, Don your views welcome!

on on ebay
http://www.ebay.com/itm/6-SPEED-HIGH- ... %3D130685493969%26ps%3D54

Sure it could be done.

Lose the flywheel on the engine though it weighs too much for these gearboxes. Maybe put a 2.5 kg racing flywheel on it?

The short answer is no. It will last maybe one gear change if you're lucky. It would most likely be weaker than a 56A. Center distance too small and made from cheese. For that much money you know the steel quality won't be good. Sure they might take 100hp but the torque is what will kill it

The A12 doesn't output much torque ... would not a 2.3 liter motorcycle engine have more torque?

The weight of a car is heaps greater than a motorbike. Thats what does the damage. A car doing 180, has more innertia to try and peel off with a hard gear downshift than a bike.
I'm not saying it wont work, I'm just throwing that variable into the mix.

Have a look at their `El Bruto` 140cu inch range towards the bottom
http://www.harleycustom.com/Prod-Ulti ... -Twin__Motors-14-222.html
one is rated at 165 HP—170 Lb Ft Torque!!!!

Wouldnt think strength`s an issue eg. wet 2012 base spec soft tail 328.9 kg (725.0 pounds) then filled bags & lux items can take them to just over 400kg.
Stock pov pack B10 625kg - not far off.

DD, Got a custom billet cromo 2.5kg fly & 2kg clutch (tilton special order) pics up soon


Pics of internals and specs
http://www.ultimaproducts.com/6spdbuilder.htm

225kg difference might be not far off when your talking 1500kg, but it is when your talking 400kg!

have you had your b10 weighed wet at 650kg? or are you comparing wet to dry?
the standard 1200 is like 840kg wet

the bike may have a maximum torque which sounds like its in the ball park of an a-series, but it has nothing like the inertia and tyre grip... what i'm saying is you may only be able to actually put down 25-50% of the bikes torque before wheel spin (bike sitting still) where the a-series will happily put down every bit it's got from the mark without wheelspin (therefore having no give at all on launch, that is going to be tough on this little gearbox)

i would not think many gearboxes would break while going through the rev range firmly engaged in a gear. they will mostly break when launching or dumping the clutch on a gear change due to inertia/shock loads etc

strong NA A15 is no where near 170lbs a standard 2 litre donk averages 125lbs ate.

330mm tyre drag bike lighting them up is a fair amount of stress

have a look at the link, alot of billet bits and gears seem thicker than a 56a.

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i'm sure they could be adapted to fit into our car /engine package but i tend to agree with revhead the centre distance of the gears is by auto standards a bit on the small side and therefore the gears are inherently frail , on the last pic of the dissasembled gearbox i noticed that the gears only have 4 drive dogs for the change rings , not many for a 600/ 800kg mass vehicle, by comparison the Holinger or PPG dog boxes have 5 to 8 drive dogs on the change rings , not having seen one in the flesh i can't comment on the quality of the gears but most of the motorcycle based gears i have seen are made by a process of sintered powder metalurgy (spelling not my strong point)this is the only way they can make them cheap enough , and if this is the case they will certainly wear out quickly .Overall not a bad idea but with no reverse gear it limits it's use to racing only and if you are going to damage it racing will certianly do it. Just looked at the specs they are 8620 steel gears so thats a step in the right direction but still small by auto standards

I agree the weight (of the car) will be the killer here. It's also very important to factor in the issue that most motorbike engines are by design only meant to last what, maybe 1/4 as many kms between rebuilds as a car engine, so the gearbox life is also not likely to be as good as for 90% of cars out there. Especially if you run it hard. You've all heard about the 'trailer queen' cars - that run quick on the strip, but are towed to and from there and are lucky to do more than a token couple of hundred km's per year. Well, there's more than a few hi-po and custom bikes out there that are lucky to get a few thousand kms of actual use during the year.

And if all that wasn't enough bikes have _serious_ space limitations, and they have to make the gearboxes to fit inside a relatively confined space. They 'could' make them bigger, which might hypothetically mean you'd need to modify the frame to fit them, or run a complete custom frame. And then that 'hi-po' gearbox would be lucky to sell more than 10 units worldwide per year (I am using that figure hypothetically, in real life it might be more, but the point is sales will be _massively_ reduced unless they are a workable fit in the existing space limitations.

Not having a reverse gear isn't 'great' but there is an option here. I didn't come up with it, either, but what has been done on RWD motorbike engine conversions to early minis was to run a starter that was 'back to front' for want of a better description, and then (I think) they put it in first with the engine off, or maybe this starter engages on a secondary flywheel) - and they engage this 'extra' starter, which spins the flywheel (or some other wheel) in the opposite direction than the engine normally spins in, and so you have an electric motor powered reverse. It'd get you in and out of parking spaces, but you'd be overheating it, or damaging the battery if you tried to use it for sustained periods.

SO by the time you have adapted it, hours of tig welding and machining all up, cost of parts and extra starter (etc etc) it will end up costing about 5 times what it would cost to adapt a MUCH more suitable box - i.e. the 71b . Heck, the 71c would be able to be done well under that price too.