thats a good idea Paul. Very helpful on the phone when i brought the gear surround from them
thats a good idea Paul. Very helpful on the phone when i brought the gear surround from them
Peter Essling
Originally Posted by Blue Flash
Went to them on Guys behalf today £520 + VatAnyone have a good idea on cost of these units?
Tim Hayton
Some men see things as they are and say why - I dream things that never were and say why not.
Thank you Gents for all your advice, it's appreciated. £520 + VAT is a bit painful!:I will have to see. I am still sorting out things with bespoke at the moment. I will keep you posted.
It's a V8 thing - 031
The ones at Auto developments I saw looked new ???? or were these factory warranty returns like the first engine Martin Warner had ??
Perhaps we need to find a good alternative supplier for these, I had contacted the uk rep regarding technical issues I wonder if we could do a group buy ???
Heres some info from previous post,
Diff oil information from Dana
Ive had a reply from Dana regarding the diff and the recommended oils that can be used,
HI Geoff
Your below email has found its way to me via the USA and Australia.
It is good to learn that there are still enthusiasts for the MG ZT260, I was the DANA Australia?s UK engineer for the MG project, I also looked after: - TVR, Aston Martin, Marcos and still manage Morgan Motor Co account.
Answering your question is not straightforward, the limiting factor for the final drive unit is the amount of torque it experiences and how many times it sees high torque loadings. The torque is either the max engine torque multiplied by the transmission and final drive gear ratio or the ability of the tyres to transfer this torque to the road before slip occurs. The numbers of experiences of high torque loading is in the driving style and/or the load generated by the vehicle, i.e. trailer towing, hard acceleration, high speed driving, track days etc.
To sum up high torque loadings bend the gear teeth, as with any material it will only bend and recover so many times before reaching its full life at which point it will fail. In racecar applications, teams will often replace the gearsets based on a set life, thus avoiding a fail.
There are only three oils available in the UK that have full sign-off for the unit. These are:-
Mobil SHC80W140 id
Castrol SAF-XJ
Morris Lubricants Lodexol XFS 80W-140, this is my preferred option as it has high concentrations of friction modifier and is available if small pack sizes.
Rebuilding the units is not straight forward as the gear tooth contact Patten is not what most UK transmission re-builders are used to, However John Reid of Grantura Engineering http://www.readmanracing.co.uk
As TVR?s ex race team manager has a lot of experience with these units and carries many of the parts.
If you require any further information please call or email me.
Best regards
Mark Longmore
BPW Limited: Light & Agricultural Trailer Products Manager
Mobile +44 (0) 7795 838156
Tel +44 (0) 116 2816100
Fax +44 (0) 116 2816140
www.bpw.co.uk
I will make contact tomorrow
Depending on price we could buy two or three, one could stay with Phil up north and one with either me or Justin in the midlands & south. Boils down to cost if we blow our bunce on two or three high cost items we would need to build up the reserves again. Where do you stop props/subframes/engines?
Perhaps the best way is to identify 'friendlies' where we can get our hands on the bits. In the long long term I would be trying to get MGOC to position themselves to cater for our needs like they do for the classics.
Tim Hayton
Some men see things as they are and say why - I dream things that never were and say why not.
Thes diffs are very robust and give very little trouble. What has been the problem that you have found with the units that you have fitted? I find it very strange that you have had all this trouble are you sure that its the diff that is the problem. Call me by phone.
I agree with identifying friendlies and trying to secure more support from the MGOC, especially when seeing ads in Enjoying MG that state ' We stock all MG parts' - something that is clearly not true.
Colin Ellis #456 It'll be alright in the end. If it's not alright, it's not the end
I Had a chat with Mark Longmore today, ha cannot supply new diffs but do not worry if yours needs fixing, the chap at Grantura Engineering is the main man in the country for the repair of these, he rebuilds them as standard and with different ratios etc. for Morgan and Marcos ( whom they still supply ) TVR's etc.,
they were the same as ours apart from the ratios and parts will always be plentiful
The oil is critical in these, only 3 makes can be used ( see previous post) they spent £ 25000 signing off these oils, many others were tested but failed, the diff is robust but you can get problems if repeated ( 25 or so ) 0- 60 runs are carried out as they get hot and the oil takes a pasting with little free flow of air, if you do track days change regularly .
as for the ones that came from the factory Mark Longmore had a look at these as the receivers wanted them to buy them back !! there were 30 or so but some had appeared to have been dropped so they backed off
When these diffs were new an additive was added that contained phosphate to help run them in, this should have been changed at 1000m ( has yours been changed ?? ) then any swarf ect gets changed and you can then leave it in for 60K miles
Mark sees many cases where so say specialist gearbox & diff repair centres
try to repair and set these up and get it wrong, also using other oils that are good in other aplications and tell you marvelous things on the label but not good for our cars, Dreadnought also sell the correct oil I believe.
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