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June 17, 2005
I bed to differ, the flywheen on the 948 is IIRC much deeper, and it hits the back of the bell housing with the ribcase gearbox or it did when I tried to do it (I eneded up taking the flywheel and back plate off the blown 1098) The 948 that was in my frogeye (which also has a ribcase geabox) that I repeleced with a 1275 also had a 1098 flywheel
As for the later gearboxes allgedely superior blauk ring syncro, wears out just as quickly. There are only two reasons to fit the ribcase, you are fitting a bigger engine or going racing. When set up properly the cone syncro works perfectly well, both wear out very nearly just as fast. If you are racing then the only reason to have the later box is the stronger casing as syncro is irrelavent.
Oh and if your input shaft is in the crankcase, syncromesh is tha last of your problems!
You also forgot to mention the often missing spigot bush which sits in the tail of teh crankshaft and supports the end of the input shaft the internal diamter of this is slightly differnet depending of which box you have.
If the curent smooth gearbox is working IE 4 gears, reverse and no nasty noises.. other than those it had when new, enither versio is exactly quiet leave it alone! chnces are the rib case will not work any better baulk rings or not, and its a lot of work to achieve esentialy nothing, and if the rest of the car is original will detract from its value. If the gerbox is broken byond repair (splut or craked casing) then the later stronger box is the way to go, if the case is intact then irebuild it, with later internals if you like, the box will look the same and the car will look original no value lost.
STewart
"Ford Prefect" < f_prefect@... > 37569
Posted on June 17, 2005 08:06 AM
Posted to category(s) Drive Train | Engine (external) | Engine (internal) | International | Miscellaneous | Racing | Transmission | Tuning
