gearbox conversion to sequential
gearbox conversion to sequential
Does anyone has experience in converting your 996 turbo manual transmission to a sequential one? I am interested to instal one from Oakley.
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Why buy it overpriced from unreliable supplier, when you can get it directly from manufacturer:
http://www.sssdrive.com/sss_eng.php
http://www.sssdrive.com/sss_eng.php
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If all you want is the shifter that makes it feel like it's a sequential box I cannot be of service.
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Joined: Oct 2009
Posts: 513
From: Boulder, CO
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How much do you want to throw at it? 
I'll start by reminding members that in the technical forums, there is no discussion of pricing allowed. This is for technical discussion, so if anyone reading this gets serious about purchasing this product, you'll need to email me (preferable to PM since I don't log on here every day) to discuss it further.
There's two things we can offer you. Back in the dark ages we were the US distributor for Holinger. It was during that period that the sequential gearbox which eventually became the Cup Car gearbox was developed. We sold a number of them for the 993 chassis, and eventually were also selling a version for the original 996 GT3R that was raced in ALMS. While we no longer distribute Holinger parts, I do happen to have a couple of their conversion kits still in my inventory. While my kits are 4 or 5 years old, they are the same thing that Holinger still sells as the PCS conversion kit. Here's a link to their European distributor's information on the gearbox:
http://www.holinger.de/tl_files/prod...FEATURES_E.pdf
I'd have to look up what ratios they are if someone was interested, but because we no longer sell this stuff, we'd make a good deal to someone if they wanted one of the two kits we've got left.
OR, and this is a big OR, you can wait 3-4 months. We're in the process of developing a proprietary sequential conversion kit in our own factory with our own engineers. Unlike the Holinger kit, which is a derivative of the GT3 gearbox, our unit is going to be all new internals with a more traditional shifting style with respect to sequential design. What I mean is like what is pictured:
http://eng.kaps-transmissions.com/pr...al-gearbox.jpg
A Hewland or Ricardo sequential gearbox traditionally does not use shift rods like a Porsche street gearbox. The shift forks run directly on a drum that runs the full length of the gearbox. Compare the first picture linked to the second and you'll see the difference.
In your street gearbox, every pair of gears (1-2, 3-4, and 5-6) alternates back and forth between the mainshaft and the pinionshaft of the gearbox. On a proper sequential, all the pairs ride on a single shaft. So, all fixed gears in our sequential will be on the mainshaft and all the idler gears will be on the pinion, with the forks on a drum next to the pinion. The advantages here are several, with greater durability and faster shifts being at the root of it.
I do want to be clear here that we consider these motorsports parts and they are designed for racing. There are people who drive dog boxes and even sequential gearboxes on the street. It's not something we generally recommend, but if you drive the car properly, you can do it and do it well. But if you aren't a racer, these are probably not the parts for you. If it's a street car that sees a couple of track days a year, keep the functionality and forgiveness of your synchros and just get the sequential shifter kit that makes it feel like it's a sequential gearbox. It does accelerate the wear on your synchros, but it also shifts faster than stock, and in classes that allow it, even some racers use the shifter.
But if you want a real sequential gearbox conversion, we are going to offer it shortly. We've finished the Solidworks modelling of it, and have moved on to the blueprint drawings and programming of the CNC machines to actually start prototyping. We intend to have the first prototype in one of Bullet Racing's Cup Cars before the end of the Summer.
In closing, I want to be clear on what this is. This is going to be a conversion kit that fits in the factory case. This is key when it comes to racing rules. This makes this kit legal for PCA use and it will likely be approved for Grand Am. I doubt that it will be legal for ALMS GTC and Patron class racing, but we might be able to get it homologated for GT2. It will convert any GT3, Twin Turbo, or 996 GT3 Cup Car synchronized gearbox. It could also be retrofit to a 997 Cup sequential case as well.
And while we aren't allowed to talk dollars and cents here, the one thing I will say is that it's going to cost less than going to PMNA and buying a crate sequential gearbox from them. It's going to be real money, but it's not going to be second mortgage money like PMNA parts are.
Kind Regards,
Matt
I'll start by reminding members that in the technical forums, there is no discussion of pricing allowed. This is for technical discussion, so if anyone reading this gets serious about purchasing this product, you'll need to email me (preferable to PM since I don't log on here every day) to discuss it further.
There's two things we can offer you. Back in the dark ages we were the US distributor for Holinger. It was during that period that the sequential gearbox which eventually became the Cup Car gearbox was developed. We sold a number of them for the 993 chassis, and eventually were also selling a version for the original 996 GT3R that was raced in ALMS. While we no longer distribute Holinger parts, I do happen to have a couple of their conversion kits still in my inventory. While my kits are 4 or 5 years old, they are the same thing that Holinger still sells as the PCS conversion kit. Here's a link to their European distributor's information on the gearbox:
http://www.holinger.de/tl_files/prod...FEATURES_E.pdf
I'd have to look up what ratios they are if someone was interested, but because we no longer sell this stuff, we'd make a good deal to someone if they wanted one of the two kits we've got left.
OR, and this is a big OR, you can wait 3-4 months. We're in the process of developing a proprietary sequential conversion kit in our own factory with our own engineers. Unlike the Holinger kit, which is a derivative of the GT3 gearbox, our unit is going to be all new internals with a more traditional shifting style with respect to sequential design. What I mean is like what is pictured:
http://eng.kaps-transmissions.com/pr...al-gearbox.jpg
A Hewland or Ricardo sequential gearbox traditionally does not use shift rods like a Porsche street gearbox. The shift forks run directly on a drum that runs the full length of the gearbox. Compare the first picture linked to the second and you'll see the difference.
In your street gearbox, every pair of gears (1-2, 3-4, and 5-6) alternates back and forth between the mainshaft and the pinionshaft of the gearbox. On a proper sequential, all the pairs ride on a single shaft. So, all fixed gears in our sequential will be on the mainshaft and all the idler gears will be on the pinion, with the forks on a drum next to the pinion. The advantages here are several, with greater durability and faster shifts being at the root of it.
I do want to be clear here that we consider these motorsports parts and they are designed for racing. There are people who drive dog boxes and even sequential gearboxes on the street. It's not something we generally recommend, but if you drive the car properly, you can do it and do it well. But if you aren't a racer, these are probably not the parts for you. If it's a street car that sees a couple of track days a year, keep the functionality and forgiveness of your synchros and just get the sequential shifter kit that makes it feel like it's a sequential gearbox. It does accelerate the wear on your synchros, but it also shifts faster than stock, and in classes that allow it, even some racers use the shifter.
But if you want a real sequential gearbox conversion, we are going to offer it shortly. We've finished the Solidworks modelling of it, and have moved on to the blueprint drawings and programming of the CNC machines to actually start prototyping. We intend to have the first prototype in one of Bullet Racing's Cup Cars before the end of the Summer.
In closing, I want to be clear on what this is. This is going to be a conversion kit that fits in the factory case. This is key when it comes to racing rules. This makes this kit legal for PCA use and it will likely be approved for Grand Am. I doubt that it will be legal for ALMS GTC and Patron class racing, but we might be able to get it homologated for GT2. It will convert any GT3, Twin Turbo, or 996 GT3 Cup Car synchronized gearbox. It could also be retrofit to a 997 Cup sequential case as well.
And while we aren't allowed to talk dollars and cents here, the one thing I will say is that it's going to cost less than going to PMNA and buying a crate sequential gearbox from them. It's going to be real money, but it's not going to be second mortgage money like PMNA parts are.
Kind Regards,
Matt
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Matt you guys at Guard are going above and beyond for us. Thank you so much for thinking of cost effective ways to help folks with trans, diffs, linkages and those parts that spook me (and maybe some others) out and are kinda considered a black art in terms of what works and how things are engineered 
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