- Designed to overcome the problem faced by cars using motorcycle engines, this reversing box is for use on inline engines. A heavy duty and compact unit with a billet alloy casing for high strength with low weight. Accepts Ford English drive flanges which are readily available.Designed for in-line use onlyStraight through design in forward mode to minimise power lossUses billet aluminium.
- Quaife Engineering has been in the forefront of high performance transmission technology since 1965. Rodney Quaife produced the first 5 speed gear cluster for a Triumph motorcycle. This gear kit went on to compete with considerable success at the famous Daytona events, embodied a philosophy that still central to Quaife-that of affordable excellence.
- Quaife Engineering has been in the forefront of high performance transmission technology since 1965. Rodney Quaife produced the first 5 speed gear cluster for a Triumph motorcycle. This gear kit went on to compete with considerable success at the famous Daytona events, embodied a philosophy that still central to Quaife-that of affordable.
Close Ratio Synchromesh Gearkits
The Quaife's unique design offers maximum traction, improves handling and steering, and puts the power where it is needed most. A definite advantage whether on the track or on the street. The Quaife is extremely strong and durable and since the Quaife is gear operated, it has no plates or clutches that can wear out and need costly replacement. Quaife’s close ratio, synchromesh, motorsport gearkits are the entry-level transmission upgrade for production based cars, and are available in either helical or straight-cut tooth forms. Compared to standard production gear profiles, Quaife’s helical synchromesh motorsport gearkits reduce the angle (helix) that the gear teeth are machined.
Quaife’s close ratio, synchromesh, motorsport gearkits are the entry-level transmission upgrade for production based cars, and are available in either helical or straight-cut tooth forms. Compared to standard production gear profiles, Quaife’s helical synchromesh motorsport gearkits reduce the angle (helix) that the gear teeth are machined at relative to the gear shafts. This can improve reliability by reducing bearing stress, cuts parasitic transmission losses to increase performance and, courtesy of Quaife’s wide tooth form design, greatly improves strength.
Quaife ‘straight-cut’ (or ‘spur’) synchromesh motorsport gearkits feature ratios where each tooth is machined at angle straight across the gear, enabling torque loads to be transmitted at right angles to the main gearbox bearings. This has the potential to increase gearbox durability and reduces parasitic transmission power losses to a minimum, meaning more engine power is delivered to the car’s driven wheels.
Standard production car gear ratios are frequently designed as a compromise between fuel economy, noise and motorway cruising and are often unsuited to circuit, rally or trackday use. Quaife helical and straight-cut synchromesh gearkits feature close ratio gears, enabling drivers to easily keep the engine operating in its power band, with minimal rev drops between gearshifts. On highly tuned, high revving engines, this greatly improves vehicle performance. Where possible, certain Quaife synchromesh gearkit applications convert a standard five-speed gearbox into a six-speed close ratio unit to fully maximise the potential of the car’s powertrain package.
The vast majority of Quaife helical and straight-cut close ratio motorsport gearkits can be installed into a standard production gearbox casing with few, if any, modifications required. For many applications a choice of Quaife final drive ratios is available. For product selection advice from our synchromesh gearkit range please contact our Technical Sales Team.
Close Ratio Dog Engagement Gearkits
Quaife dog engagement gearkits are designed for drivers seeking a high strength geartrain that offers rapid gear selection. Developed by leveraging our expertise with motorcycle drivetrains, these gearkits completely dispense with the original synchromesh engagement mechanism, instead using a motorcycle-style ‘dog-tooth’ arrangement where each gear meshes to the next by a series of hard wearing precision machined teeth ‘or ‘dogs.’
These ‘dogs’ interlock with each other to provide a stronger, more positive gearshift than is physically possible using a synchromesh arrangement, which can easily be ‘beaten’ during a fast shift and is ultimately likely to fail if continually abused. In ‘H-pattern’ format, the real limiting factory on gearshift speed with a Quaife dog engagement gearkit is driver ability.
Featuring power loss reducing straight-cut (spur) close-ratio gears with advanced high-strength tooth forms, (and in the majority of cases), a choice of final drive ratios, Quaife dog-engagement gearkits are supplied with larger, high durability selector forks that replace the standard items. For this reason, (and because some Quaife dog engagement gearkits convert a factory five-speed unit into six-speed unit), various machining processes may be required on the original production gearbox main casing to enable product installation.
For product selection advice from the Quaife dog engagement gearkit range, please contact our Technical Sales Team.
Close Ratio Sequential Gearkits
For the ultimate in no-compromises gearchange technology, Quaife has designed a range of sequential gearkit packages for a number of popular vehicles including the Lotus Elise/Exige (PG1 and Toyota C64/EC60 gearbox codes), the Ford IB5 (Fiesta ST150, Focus, Ka etc), plus the Honda Civic Type R (EP3 and FN2 models). Innovative, high quality, reliable and offering outstanding performance and value, these comprehensive Quaife sequential gearkit packages have been designed to enable a straightforward installation into these applications with the maximum retention of standard drivetrain components.
Incorporating dog engagement, and in some cases wider than standard close ratio gears with advanced tooth forms in either straight-cut (spur) or helical formats, Quaife’s sequential technology means that gear selection is executed by a simple push or pull on a specially designed gearlever, a process that takes a fraction of a second. With a compact precision engineered drum-style sequential gearchange mechanism, you can be assured of robust, reliable performance. In competitive motorsport, this adds up to a significant performance advantage over a conventional ‘H-pattern’ design.
Quaife Reversing Gearbox
Depending on ECU type and vehicle application, gear changes on the Quaife sequential gearkit can be assisted by an electronic ‘flatshift’ which enables drivers to maintain a wide open throttle and dispense with use of the clutch on upshifts. These combined design elements enable Quaife sequential gearkit users to minimise transmission power losses and keep a highly tuned engine operating in its power band while delivering a top speed more suited to competition and trackday requirements.
Innovative design means that the Quaife sequential gearkit package reuses the vehicle’s original clutch, differential and driveshafts plus the standard gearbox main casing, while a strengthened bespoke Quaife outer casing is supplied, along with sequential gearlever and operating cable. Produced from top quality materials and precision engineered to fine tolerances, the Quaife sequential gearkit is the ultimate retro-fit transmission upgrade for your vehicle.
For product selection advice from Quaife’s sequential gearkit range, please contact our Technical Sales Team.
Final Drive Ratios
Quaife gearkits for front wheel drive and some mid-engined cars offer significant scope for a user to fine tune top speed and acceleration characteristics as they often include a choice of Quaife final drive ratios. For example, the standard final drive ratio on a 1.6-litre Peugeot 205 GTi is 4.06:1, but this is often changed for a Quaife 4.77:1 unit for stage rally use where a lower top speed and greater acceleration are required in a sport with a mandated 75 mph average speed.
Desired Vmax, rate of acceleration, peak engine speed and wheel/tyre combination circumference are amongst the numerous factors to consider when choosing a Quaife final drive ratio. Quaife’s Technical Sales Team will be happy to assist when considering this process.
So you are putting a quaife in your gearbox, maybe you broke it and want to build it stronger. Well here we will start on some of the tricks.
First some education, had to start somewhere.
F25, F35 F40 what does that mean? The F25 is a type designation for the gearboxes fitted to the NG900 94-02. They are rod shifted. There were a few different versions of that box also. More on that later.
F35 this is the version with cable shift fitted to the new 9-3 and Cobalt SS/ HHR. But then you ask why does the Viggen and 9-5 use a F35 differential but still a rod shifter. They are simply F25 with the larger diff splines of the F35. The 9-5 has a larger heavier flywheel so it gets a deeper bell-housing. All the internals are the same. Just part of the case.
F40 is the 6 speed in the new 9-3. It is a very robust gearbox with TWO output pinion shafts! this is part of the reason they are quite noisy and clunky. It only in the new ecotec bolt pattern. If you can find one of the super rare euro diesel 6 versions it will bolt up to the B2x5/4 engines.
6speed Quaife F25/35 Gearset
There is nothing Saab specific here. The kit was developed to fit the Cobalt SS and similar F35 cars. it just happens to fit in the F25 cases also. For the NG900/9-3 and 9-5 it is a straight swap. For the 9000 94-98 since the trans mount is part of the end case that is changed you have to fabricate a new mount assembly. This is just the gearset and you need to have some extra parts from Saab to make it all work. The final drive can be selected from the few that we have from 4.05 std in 9-3/9-5, 4.45 and 3.82 so you can move the gearing around. You will need to have the ring and pinion as a set. Not the easiest to swap but still an option.
The biggest reason to run the new gearset is the higher first and closer rest of the gears 6th is acutally about the same as the higher geared 9-3s.
So what breaks them? Wheel hop is the worst killer. The shock load when the tires bite tears stuff up. Same goes for burnouts. Another killer is just simply massive torque overload but that takes lots more power. You know the gearbox really doesn't care about horsepower right? It only matters how much torque it transmits. How can that be. HP is only torque by RPM so the more high rpm torque you make above 5250rpm you will make more HP. Sometimes the crush sleeves collapse releasing some of the bearing preload and this reduces shaft stiffness leading to carnage. The differential is not such a fan of big torque or wheelspin either. Usually when it fails you ventilate the case. Other times the cause is pure abuse.
Quaife Transmission For Sale
So you just what to know what to do to the box to make it last. When installing the quiafe it is pretty simple. Use the right new parts, set the bearing preload just perfect and treat it right.
If you have a 9-3 or 9-5 in the following range and any of the following issues: Blocked 2nd gear, Blocked reverse gear, Difficult to engage 3rd-4th gears, Difficult to engage 5th gear, or Difficult to disengage 3rd-5th. Saab even says to update if for any reason you are inside.
o MY99 - MY01 9-3 up to and including VIN 12029080
o MY99 - MY01 9-3 Convertible up to and including VIN 17007508
o MY99 - MY01 9-5 up to and including 13025469
The update kit changes a bunch of parts inside and also gives you some of the one-time items that have to be replaced when you open the gearbox.
One thing that is not in the upgrade kit that should be in every high output gearbox is the new crush sleeve from the F35. This was even used in the -03 9-3CV with the F25.
Interestingly the new crush sleeve has not come in any of the kits. It has not been superseded but you can and should use the updated part in the older gearboxes as a minimum.
For the next step past level 2 you can machine and parallel grind steel spacers to take the place of the crush sleeve but care must be taken to get just the right thickness for proper preload. This either takes an assortment of shims or the ability to surface grind custom to the application. This can be quite time consuming since you have to chase it and then tear the case back apart to change the shims. With stock crush parts you just squeeze it till the numbers are right.
Article : Sleeve (Old, Barrel with spacer)
PartNo : 8734477
Usage : 1998-2002
Article : Sleeve (New, Ridged cone)
PartNo : 55352125
Usage : 2003-,
Here you can see both. Interestingly most of the old barrel spacers crack around the equator from fatigue.
So why should I care about this spacer?
Well in the gearbox it is the taper roller bearings that support the shafts. You need enough preload to keep the shafts rigid, that is not allow them to flex in the middle to keep the gears tight. Since the aluminum case expands more than the shafts you also need a little tension when cold so that is is still tight when the gearbox is hot. But also you can have it too tight and hurt the bearings with cold use if it is too tight and make too much heat on extended use. Normally on the high output T7 cars I setup the cold rev limiter a little lower that 5k just so that the gearbox has some chance to warm before seeing high speeds. The high load when cold is something that the driver just has to care about.
The steel sheet Brace / bracket that holds in the pinion bearing also runs over the diff to reinforce the case. The problem is that it simply has a screw in an oversized hole to clamp it down. Under repeated hard loadings (And thermal cycles due to varying expansion rates of the Steel and Aluminum) the tab actually scoots under the bold fretting and wearing the alu case away loosing effectiveness. The solution for this is to machine it to hold a special dowel pin bolt that fits tight in a reamed hole so that the pin takes the shear load and the bolt threads only hold the clamping tension. You need to open the hole up to 10.00mm This does take a vertical milling machine and some care in the setup to get the new reamed hole concentric with the original threads. The hole must be drilled close and reamed to final fit. The threads much be cleaned up since the drill usually pushes a burr down. This mod takes about 30 min and should be done on all 'level 2' gearboxes. Gallery Link
Extra Dowels / Case bolts
The extra holes with no hollow dowels should be filled with new dowels so that maximum reinforcement is possible between the two case halves. Also as Saab fitted to the later gearboxes better case bolts especially around the diff help quite a bit.