Hewland FTR Guida utente

PAGE 1© Copyright Hewland Engineering Limited 2001-2009

SERVICING INSTRUCTIONS AND ILLUSTRATED

PARTS LIST FOR THE FTR FAMILY OF HEWLAND

GEARBOXES, COVERING FTR, FTRS, FTRL, JFR &

LJS UNITS.

HEWLAND ENGINEERING LTD

WALTHAM ROAD, WHITE WALTHAM,

MAIDENHEAD, BERKSHIRE,

SL6 3LR, ENGLAND

TELEPHONE: +44 (0)1628 827600

Last Updated 23rd March 2009

PAGE 2© Copyright Hewland Engineering Limited 2001-2008

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PAGE 3© Copyright Hewland Engineering Limited 2001-2009

CONTENTS :-

Page

Technical Specification & Gear Selection 7

GeneralNotes 8

Differential bearing preload & Crownwheel backlash setting 9

PinionSetting 12

Sequential Fork Setting 13

Powerflow Differential 14

FTR-212-ADJ Backlash adjustment 15

Gearboxassembly 17

FTR/JFR 6 Speed Illustrated Parts List 19

FTR/JFR 6 Speed (with FTREL Barrel) Illustrated Parts List 28

FTR/JFR 6 Speed conversion to 5 Speed 30

FTR 6 Speed (fitted with FTRE ratios) Illustrated Parts List 31

FTR/JFR 5 Speed Illustrated Parts List 39

FTRS 6 Speed Illustrated Parts List 48

Bearing Carrier Options 49

Differential Options Illustrated Parts List 50

TypicalRampOrientation 64

GearboxTooling 65

Installationdrawings 67

FTRL Hubbed 2nd Gears 74

TechnicalBulletins 75

General K-Nut Tightening Torques 92

Manual Modification History 93

PAGE 4© Copyright Hewland Engineering Limited 2001-2008

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PAGE 5© Copyright Hewland Engineering Limited 2001-2009

Page

Fig.1 BacklashAdjustment 10

Fig. 2 Differential Bearing Preload 11

Fig. 3 Pinion Shaft Setting 12

Fig. 4 Sequential Barrel Setting 13

Fig.5 PowerflowDiffAssembly 14

Fig. 6 FTR-212-ADJ Assembly 15

Fig. 7 Graph relating turns to preload increase (FTR-212-ADJ) 16

Fig. 8 Casing & Associated Parts - 6 Speed (not FTRE ratios) 20

Fig. 9 Layshaft Assembly - 6 Speed (not FTRE ratios) 21

Fig. 10 Pinion Shaft Assembly - 6 Speed (not FTRE ratios) 22

Fig. 11 Selector Assembly - 6 Speed (not FTRE ratios) 23

Fig.12 Selector Assembly –6 Speed (FTREL Barrel only) 28

Fig.13 5 Speed Conversion Assembly - 6 Speed Gearbox 30

Fig.14 Casing & Associated Parts - 6 Speed (FTRE ratios) 32

Fig.15 Layshaft Assembly - 6 Speed (FTRE ratios) 33

Fig.16 Pinion Shaft Assembly - 6 Speed (FTRE ratios) 34

Fig.17 Selector Assembly - 6 Speed (FTRE ratios) 35

Fig.18 Casing & Associated Parts - 5 Speed (not FTRE ratios) 40

Fig.19 Layshaft Assembly - 5 Speed (not FTRE ratios) 41

Fig.20 Pinion Shaft Assembly - 5 Speed (not FTRE ratios) 42

Fig.21 Selector Assembly - 5 Speed (not FTRE ratios) 43

Fig.22 FTRS Additional Parts 48

Fig.23 BearingCarrierOptions 49

Fig.24 Tripod Differential Assembly 51

Fig.25 FTR-212-FD 52

ILLUSTRATIONS:-

PAGE 6© Copyright Hewland Engineering Limited 2001-2008

Page

Fig.26 FTR-212 53

Fig.27 FTRL-212 54

Fig.28 Tripod Adjustable Differential Assembly 55

Fig.29 FTR-212-ADJ 56

Fig.30 Flanged Free Differential 57

Fig.31 LJS-212-F 58

Fig32 LD-212 59

Fig.33 Flanged Free Differential Inboard Brake Discs 60

Fig.34 LJS-212-F 61

Fig.35 Flanged LSD Differential Inboard Brake Discs 62

Fig.36 LD-212 63

Fig.37 RampOrientation 64

Fig.38 Gearbox Tooling 65

Fig.39 Installation Drawing - FTR 68

Fig.40 Installation Drawing -JFR 69

Fig.41 Installation Drawing - Bearing Carriers 70

Fig.42a-c Installation Drawing - Flanges 71-73

Fig.43 FTRL Hubbed Gears 74

Fig.44 Technical Bulletin -01A 77

Fig.45 Technical Bulletin - 02 78

Fig.46 Technical Bulletin - 02 79

Fig.47 Technical Bulletin - 08 85

Fig.48 Technical Bulletin - 013 89

Fig.49 Technical Bulletin - 014 90

ILLUSTRATIONS :- continued

PAGE 7© Copyright Hewland Engineering Limited 2001-2009

TECHNICAL SPECIFICATION

The FTR gearbox family are transaxle units, designed for mid-engined, rear wheel drive cars. The units are produced with six or five

forward gears, reverse, and a differential.

The gear selection mechanisms are sequential, with separate mechanically actuated reverse / neutral baulking mechanisms. The

gear selection order is Rev - Neutral - 1st 2nd 3rd 4th 5th & 6th (If applicable).

The drive is taken from the engine via the clutch shaft, which turns input and pinion gears to drive the final transmission assembly.

Gear changing is effected through non-synchronising face dogs. An extensive range of gear ratios provides a wide range of gearing

permutations. The gear ratios and differential assembly can easily be changed without removing the gearbox from the vehicle.

Heat treated nickel chrome steel is used to manufacture all gears and shafts. The selector forks are also steel. The gearboxes are

splash lubricated.

In general configuration, the FTR family of gearboxes are high tech racing transaxle units which achieve the maximum effective use

of power, in conjunction with extremely stiff integral rear suspension mountings.

Weight (Aluminium) FTR(6sp) 88 lbs (40 Kg) Gear ratios from 3.167:1 to .89:1

JFR(6sp) 79 lbs (36 Kg) Final drive ratio 12/34, 9/35 or 9/31

Oil type SAE 80 or 90 Clutch shaft made to customers requirements

Oil quantity FTR/JFR(6sp) 4.4 pints (2.5 litres) Pinion shaft nut torque (6sp) = 75 lbs.ft (100 Nm)

Maximum engine torque 220 lbs.ft (298 Nm) Pinion shaft nut torque (5sp) = 115 lbs.ft (155Nm)

Crownwheel bolt tightening torque = 75 lbs.ft (100 Nm)

Engine oil tank capacity (FTR ONLY) 13 pints (7.5 litres)

Pinion bearing nut torque = 150 lbs.ft (205 Nm) (FTR FORMULA BMW ONLY) = 130 lbs.ft (176 Nm)

(See Page 89 for general K-nut tightening torques)

GEAR SELECTION

Up shifting is effected by moving the gear lever in a backward direction. For Downshifting the opposite is necessary. Shifting down

into either neutral or reverse is prevented by a baulk plunger. So the plunger operating cable must be pulled before such a shift can

be made. Up shifting is as for any other gear, as it does not require the plunger cable to be pulled.

PAGE 8© Copyright Hewland Engineering Limited 2001-2008

GENERAL NOTES :-

aRead these instructions carefully and with reference to the illustrations.

bBefore dismantling the gearbox, see that a clean tray is available, in which to place the parts.

cThoroughly clean and inspect all parts before reassembly. Discard any worn or damaged components and replace

with new ones.

dUse only genuine Hewland parts as replacements. These are manufactured in our workshops to the fine tolerances

necessary and are rigorously inspected.

eAlways ensure that locknuts, and oil seals are in good condition when reassembling.

fAll studs and screws must be Loctited or wirelocked in position, unless stated otherwise.

gBearing Replacement :-

Bearings can only be removed or renewed if the casings have been warmed in an oven, or with a blowlamp. In the

latter case, keep the blowlamp moving while heating the casing.

Note: Do not overheat. Test with a spot of water which will bounce off at the correct temperature.

Once a casing is heated, all bearings should be pressed into their respective seatings without delay, thus eliminating

the need to reheat. At the correct temperature, fitting the bearings should present no difficulty.

During cooling, or when the casings have cooled, it is advisable to once more lightly press the bearings to ensure

that they are correctly seated. Removal of the existing bearing outer races from the maincase and sideplate can

be achieved by locally heating the area of the casings around the bearing outer races with a blowlamp, as above.

Light mallet blows around this area will cause the bearing outer to drop away from its location face, it can now be

tapped from behind it to remove it.

Care must be taken not to damage the shims and spacer located under the race face.

hOil:

Fill the gearbox through the plug hole on top of the bearing carrier. The oil will find it's own level within the gearbox.

Note: Too much oil will not directly cause any harm, but is undesirable as it may induce power loss and overheating

of internals.

PAGE 9© Copyright Hewland Engineering Limited 2001-2009

a) Determine the correct fixture settings to achieve the correct backlash at a given bearing pre-load.

(See illustrations on following pages)

It is assumed that the pinionshaft is fitted and set at the correct position inside the maincase.

Build the differential and then press the bearing inners (7) onto the journals and mount the crownwheel onto it. Fit spacer (22) into the

maincase bearing bore, followed by a nominal amount of shim (21). A good starting point is probably 0.040”

Fit the dummy bearing outer track SK-1715 to the maincase followed by the diff assembly. Fit the second dummy bearing outer track

SK-1715 to the setting fixture and position onto the maincase. Secure the fixture to the maincase using all 12 nuts (55) and torque to

35Nm.Ensure that the pinionshaft does not run out of backlash whilst tightening the sideplate fixing nuts and add shim if necessary.

Please note that it is important to use all nuts torqued to the correct setting, as this affects backlash readings.

Fit the nut (SK-1718-A) to the setting fixture (SK-1718-B or SK-2066 for JFR) and wind it by hand into position behind the bearing until

a firm ‘stop’ is felt. Use a suitable rod to engage in the hole in the nut if necessary. Unwind the nut by a quarter turn, then whilst rotat-

ing the pinionshaft backwards and forwards, wind the nut in by hand until a firm stop is felt. This is important as it ensures the diff is

correctly seated in it’s bearings. With a marker pen mark the position of the ‘0’ line on the nut on the setting fixture.

This is the 0 bearing pre-load point.

Undo the setting fixture nuts (55) by half a turn or so to release the pressure from the maincase. Wind the nut (SK-1718-A)back into

the fixture to the position where the line marked on the fixture lines up with the number on the nut that equates to the pre-load that is

required.

The nut has a number of lines scribed on it and the number next to it is the pre-load in thousandths of an inch. For example 10 equates

to 0.010”.

The specified pre-load is 0.010” to 0.013” which is ‘10’ to ‘13’ on the nut.

CW& Pinion backlash setting

And Differential bearing pre-load setting

Special Tools Required: SK-1718-A, SK-1718-B (for JFR use SK-2066), SK-1715 and SK-1913-A

PAGE 10© Copyright Hewland Engineering Limited 2001-2008

With the nut set at the required bearing pre-load, secure the fixture to the maincase

using all 12 nuts (55) torqued to 27Nm.

Then fit tool SK-1913-A to the spline on the pinionshaft and secure it in position with an M6 cap screw. Measure the backlash at the

indicated position on tool SK-1913-A.

Rotate the pinionshaft 30° or so and take another reading. Repeat this process until the difference between the minimum and

maximum readings is the same as the value for the average backlash variation on the setting sheet.

If the minimum reading is outside of what is specified on the spiral bevel setup card,

alter the shim (21) inside the maincase. Increasing the shim thickness will reduce the backlash, decreasing it will increase the

backlash. (See Fig.1)

Run through procedure described above until the backlash is within specification.

b) Calculate correct shimstack.

Sideplate shimstack.

With the setting fixture secured in position and backlash having been set correctly, measure DIM A using a depth micrometer.

This is the distance from the end of the nut to the top face on the setting fixture.

Record this dimension.

Measure & record DIM B with a height gauge.

Record DIM C (this is etched on the face of the nut)

Record DIM D (this is etched on the face of the setting fixture)

Calculate the total thickness of spacer & shimstack to be fitted to the sideplate:

TOTAL SIDEPLATE SHIM + SPACER THICKNESS = DIM A + DIM B + DIM C - (DIM D + 0.005”)

DIM A “

DIM B “

DIM C “

DIM D “

BACKLASH ADJUSTMENT 12/34 RATIO

0.002

0.004

0.006

0.008

0.01

0.012

0.014

0.016

0.005

0.006

0.007

0.008

0.009

0.010

0.011

0.012

0.013

0.014

0.015

0.016

0.017

0.016

MEASURED BACKLASH

REDUCE SHIM B

Fig.1

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