Building on decades of experience supplying transmissions for transverse applications, Hewland have developed a transmission specifically for TCR use. The transmission is optimised not only for performance but also for endurance and reduced cost of ownership, with a market leading cost per kilometre.
Utilising Hewland’s proven MLI gear range used in GT4 and F3 applications, this lightweight, compact and versatile gearbox uses Hewland’s plate-type differential to provide reliable power distribution.
Application: | Cupra / VAG TCR |
Case Material: | Aluminium |
Gears: | 6-Speed with reverse |
Architecture: | Transverse FWD |
Max. Engine Torque: | 580 Nm / 428 lb.ft |
Mass: | 43.5kg |
Lubrication: | Splash with optional oil pump and cooling ports |
Differential: | Limited slip with externally adjustable positive preload |
The CFT-200, spares and general support are provided by Cupra and Hewland-approved distributors. Please find a list ordered by country below:
The MLGW-200 is a high-torque variant of our MLG-200 transmission, which has taken multiple wins in GT4 and rally events worldwide. The design incorporates all of the winning features of the MLG-200, including the advanced selection mechanism, compact layout and Ford Type-9 mounting face that has made that transmission the choice of constructors and teams worldwide.
For the MLGW, Hewland has adopted the gear cluster straight from our homologated German DTM and Japanese GT500 series transmission, increasing capacity to 700Nm of tractable input torque, making the MLGW-200 the perfect choice for high torque drifting, rallycross, drag racing and GT applications.
Owing to the lightweight design of the new cluster, weight is only marginally increased while the transmission length is extended 55mm by virtue of a spacer plate. The shared front and rear casings make it possible to upgrade from our MLG-200 to MLGW-200 with little expense, while in turn establishing the MLGW-200 as one of the most cost-competitive transmissions in its class.
To find out more on the MLGW-200, please see below:
Normal Application: | High-Torque GT; Drifting; Drag Racing |
Case Material: | Aluminium |
Shift Pattern: | 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | - Manual Sequential - Semi-Auto Sequential with 'SE' Selection Mechanism |
Mounting Layout: | In-Line |
Max. Engine Torque: | Up to 800 Nm / 590 lb.ft |
Cluster Layout: | Longitudinal straight-cut cluster |
Weight: | Approx 36 Kg (6 speed) |
Lubrication: | Pressurised lubrication system with 250 micron internal filter |
Differential: | N/A |
Semi-Auto Compatibility: | Bolt-on Hewland Semi-Auto 'Paddle-Shift' option |
Clients Include: | - Touring Car Applications - GT3 & GT4 Vehicles |
Part Number | Description | Ratio (1st) |
---|---|---|
MLG-24:27-TR | DROP GEAR | 1.125 |
MLG-27:28-TR * | DROP GEAR | 1.037 |
MLG-24:24-TR | DROP GEAR | 1.000 |
MLG-28:27-TR * | DROP GEAR | 0.964 |
MLG-27:24-TR | DROP GEAR | 0.889 |
Layshaft Option (Integral 1st and 2nd)
Part Number | Description | Ratio (1st) | Ratio 2nd |
---|---|---|---|
MLGW-12:38-15:32 | LAYSHAFT (1ST & 2ND) | 3.167 | 2.133 |
Standard Gear Options (3rd to 5th)
Part Number | Description | Ratio (1st) | Ratio 2nd |
---|---|---|---|
MLGW-17:28-STD | RATIO | 1.647 | - |
MLGW-18:24-STD | RATIO | 1.333 | - |
RATIO | 1.100 | - |
Fork Setting Handle | - | SK-1732-B |
Fork Setting Plate | - | SK-2444-B |
Fork Setting Support Post | - | SK-2853-A |
The MLG-200 represents a marked step forward in affordable, in-line transmission technology. Utilising the same advanced cluster and selection technology found throughout the current Hewland range, this in-tunnel solution boasts full Hewland Semi-Auto system compatibility, an extensive pressurised oil distribution system, and an integrated cable operated blocker mechanism designed specifically to prevent accidental downshifts to neutral and reverse.
MLG-200 transmissions are available with five or six-speed options, and come with a front mounting face to suit the Ford Type 9 bellhousing as standard.
The design incorporates an input drop gear, allowing the drive output height to be maintained at a level in-line with the clutch shaft. This provides for an exceptionally lightweight and compact gearbox to suit a wide range of front-engined, rear wheel drive race and rally applications.
To find out more on the MLG-200, Please see below:
Normal Application: | Lightweight GT, Saloon & Historic vehicles |
Case Material: | Aluminium |
Shift Pattern: | 5 or 6-speed with reverse |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection Mechanism with optional Gear Lever Assembly |
Mounting Layout: | In Tunnel |
Max. Engine Torque: | 430 Nm / 320 lb.ft / 44kg.m |
Cluster Layout: | Longitudinal straight-cut cluster with Input Drop Gear |
Weight: | 30kg (6-speed Aluminium) |
Lubrication: | Pressurised distribution system, with 250 micron internal filter, external cooler connections and magnetic drain plugs |
Differential: | N/A |
Semi-Auto Compatibility: | External Bolt-on unit available (Hewland Semi-Auto System) |
Clients Include: | - Ginetta G50, G55, GT4, GT3 - Jota MX5 GT4 - Ford Escort MK2 Various |
Part Number | Description | Ratio (1st) |
---|---|---|
MLG-24:27-TR | DROP GEAR | 1.125 |
MLG-27:28-TR * | DROP GEAR | 1.037 |
MLG-24:24-TR | DROP GEAR | 1.000 |
MLG-28:27-TR * | DROP GEAR | 0.964 |
MLG-27:24-TR | DROP GEAR | 0.889 |
Layshaft Option (Integral 1st and 2nd)
Part Number | Description | Ratio (1st) | Ratio 2nd |
---|---|---|---|
MLG-12:38-15:34 | LAYSHAFT OPT (1ST & 2ND) | 3.167 | 2.267 |
MLG-13:38-15:32 | LAYSHAFT OPT (1ST & 2ND) | 2.923 | 2.133 |
MLG-14:35-15:30 * | LAYSHAFT OPT (1ST & 2ND) | 2.500 | 2.000 |
MLG-14:35-16:30 | LAYSHAFT OPT (1ST & 2ND) | 2.500 | 1.875 |
Hubbed Gear Options (3rd gear)
Part Number | Description | Ratio (1st) | Ratio 2nd |
---|---|---|---|
MLG-16:28-HUB | RATIO | 1.75 | - |
MLG-17:28-HUB | RATIO | 1.647 | - |
MLG-17:26-HUB | RATIO | 1.529 | - |
Standard Gear Options (3rd to 6th)
Part Number | Description | Ratio (1st) | Ratio 2nd |
---|---|---|---|
MLI-16:29-STD | RATIO | 1.813 | - |
MLI-18:26-STD | RATIO | 1.444 | - |
MLI-20:28-STD | RATIO | 1.400 | - |
MLI-18:24-STD | RATIO | 1.333 | - |
MLI-18:23-STD | RATIO | 1.278 | - |
MLI-19:24-STD | RATIO | 1.263 | - |
MLI-20:25-STD | RATIO | 1.250 | - |
MLI-21:26-STD | RATIO | 1.238 | - |
MLI-19:23-STD | RATIO | 1.211 | - |
MLI-20:24-STD | RATIO | 1.200 | - |
MLI-22:26-STD | RATIO | 1.182 | - |
MLI-19:22-STD | RATIO | 1.158 | - |
MLI-21:24-STD | RATIO | 1.143 | - |
MLI-19:21-STD | RATIO | 1.105 | - |
MLI-20:22-STD | RATIO | 1.100 | - |
MLI-22:24-STD | RATIO | 1.091 | - |
MLI-27:28-STD | RATIO | 1.037 | - |
MLI-24:24-STD | RATIO | 1.000 | - |
MLI-25:24-STD | RATIO | 0.960 | - |
MLI-26:24-STD | RATIO | 0.923 | - |
MLI-27:24-STD | RATIO | 0.889 | - |
MLI-28:24-STD | RATIO | 0.857 | - |
MLI-24:20-STD | RATIO | 0.833 | - |
Fork Setting Fixture | - | SK-2444 |
A new generation transmission, the F3B uses advanced, modern technology to bring maximum performance to your vehicle. Designed for use with Dallara’s latest Formula 3 cars, the F3B transmission provides high performance while meeting the latest and most stringent F3 regulations.
The design incorporates a dedicated engine oil tank, giving an overall vehicle weight saving and allowing for maximum engineering freedom elsewhere on the vehicle.
Further reliability and enhanced performance can be achieved using Hewland’s fully integrated Semi-Auto ‘Paddle Shift’ system. Proven in series’ across the world, this option allows for significant weight and space saving on the vehicle, whilst improving performance and component life.
With internals taken from the prolific FTR family, Hewland reliability is guaranteed. Combined with various differential options, including the advanced Powerflow™ unit, the F3B has the performance to provide our clients with a winning advantage over the competition.
To find out more on the F3B-200, please see below:
Normal Application: | Single-Seater Race Vehicles (Formula 3) |
Case Material: | Aluminium (Incorporating engine oil tank) |
Shift Pattern: | 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual SequentialSemi-Auto Sequential with 'SE' Selection Mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | Up to 325 Nm / 240 lb.ft (dependent on FD) |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | Max 41 Kg (6 speed) |
Lubrication: | Splash type |
Differential: | FTR Powerflow™ plate-type limited slip (tripod joint)Adjustable Powerflow™ plate-type limited slip option |
Semi-Auto Compatibility: | Integrated Hewland Semi-Auto 'Paddle-Shift' option |
Clients Include: | Dallara Formula 3Artline Formula 3 |
Part Number | Description | Ratio |
---|---|---|
FTRL-221-12:34 | CROWNWHEEL & PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
F3B-12:38-INT * | LAYSHAFT (1ST GEAR) | 3.167 |
F3B-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
F3B-12:33-INT * | LAYSHAFT (1ST GEAR) | 2.750 |
F3B-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
F3B-12:30-INT * | LAYSHAFT (1ST GEAR) | 2.500 |
F3B-12:29-INT * | LAYSHAFT (1ST GEAR) | 2.417 |
Hubbed Gear Options (2nd gear)
Part Number | Description | Ratio |
---|---|---|
FTR-14:35-HUB | RATIO | 2.500 |
FTR-14:34-HUB | RATIO | 2.429 |
FTR-14:33-HUB | RATIO | 2.357 |
FTR-13:30-HUB | RATIO | 2.308 |
FTR-15:34-HUB | RATIO | 2.267 |
FTR-15:33-HUB | RATIO | 2.200 |
FTR-15:32-HUB | RATIO | 2.133 |
FTR-15:31-HUB | RATIO | 2.067 |
FTR-15:30-HUB | RATIO | 2.000 |
FTR-15:29-HUB | RATIO | 1.933 |
FTR-16:30-HUB | RATIO | 1.875 |
FTR-17:31-HUB | RATIO | 1.824 |
FTR-15:27-HUB | RATIO | 1.800 |
FTR-17:30-HUB | RATIO | 1.765 |
FTR-15:26-HUB | RATIO | 1.733 |
FTR-17:29-HUB | RATIO | 1.706 |
FTR-16:27-HUB | RATIO | 1.688 |
FTR-15:25-HUB | RATIO | 1.667 |
FTR-16:26-HUB | RATIO | 1.625 |
Standard Gear Options (3rd - 6th)
Part Number | Description | Ratio |
---|---|---|
FTR-15:30-STD | RATIO | 2.000 |
FTR-15:29-STD | RATIO | 1.933 |
FTR-16:30-STD | RATIO | 1.875 |
FTR-17:31-STD | RATIO | 1.824 |
FTR-15:27-STD | RATIO | 1.800 |
FTR-17:30-STD | RATIO | 1.765 |
FTR-15:26-STD | RATIO | 1.733 |
FTR-17:29-STD | RATIO | 1.706 |
FTR-16:27-STD | RATIO | 1.688 |
FTR-15:25-STD | RATIO | 1.667 |
FTR-16:26-STD | RATIO | 1.625 |
FTR-17:27-STD | RATIO | 1.588 |
FTR-16:25-STD | RATIO | 1.563 |
FTR-17:26-STD | RATIO | 1.529 |
FTR-16:24-STD | RATIO | 1.500 |
FTR-17:25-STD | RATIO | 1.471 |
FTR-18:26-STD | RATIO | 1.444 |
FTR-16:23-STD | RATIO | 1.438 |
FTR-19:27-STD | RATIO | 1.421 |
FTR-18:25-STD | RATIO | 1.389 |
FTR-19:26-STD | RATIO | 1.368 |
FTR-17:23-STD | RATIO | 1.353 |
FTR-18:24-STD | RATIO | 1.333 |
FTR-19:25-STD | RATIO | 1.316 |
FTR-20:26-STD | RATIO | 1.300 |
FTR-18:23-STD | RATIO | 1.278 |
FTR-19:24-STD | RATIO | 1.263 |
FTR-20:25-STD | RATIO | 1.250 |
FTR-21:26-STD | RATIO | 1.238 |
FTR-18:22-STD | RATIO | 1.222 |
FTR-19:23-STD | RATIO | 1.211 |
FTR-21:25-STD | RATIO | 1.190 |
FTR-23:27-STD | RATIO | 1.174 |
FTR-19:22-STD | RATIO | 1.158 |
FTR-21:24-STD | RATIO | 1.143 |
FTR-24:27-STD | RATIO | 1.125 |
FTR-19:21-STD | RATIO | 1.105 |
FTR-24:26-STD | RATIO | 1.083 |
FTR-18:19-STD | RATIO | 1.056 |
FTR-25:26-STD | RATIO | 1.040 |
FTR-24:24-STD | RATIO | 1.000 |
FTR-25:24-STD | RATIO | 0.960 |
FTR-26:24-STD | RATIO | 0.923 |
FTR-27:24-STD | RATIO | 0.889 |
Pinion setting Jig | - | SK-1709 |
Reaction Bar | - | SK-1427 |
Socket | - | SK-1175-C |
Dummy Outer Race | - | SK-1715 |
Diff Pre-Load Tool | - | SK-1710-B |
Diff Holding post | - | SK-1710-A |
Pinion Spanner | - | SK-247 |
Bearing Puller | - | SK-1714 |
Comb Tool | - | SK-1716 |
Tripod Removal Tool | - | SK-2486 |
Slide hammer Kit | - | SK-2025-A |
Made famous for its extensive use in Formula 3 Championships around the world, the FTR has proven to be one of most successful and reliable transmission solutions in modern motorsport. This gearbox has been designed to provide the ultimate in versatility for single-seater racers and other high-performance, lightweight vehicles.
An innovative design allows engine oil to be stored in an integrated oil tank, providing an overall vehicle weight-saving and allowing for maximum engineering freedom elsewhere on the vehicle. Despite this feature, the FTR manages to retain a surprisingly low weight of only 40kgs in six-speed format.
The versatile nature of the FTR has led to a wide-range of adaptations in order to suit the individual requirements of each customer application. These include the FTRL “lightweight” version, the FTRS for use in higher stressed endurance race vehicles, and an FTR five-speed unit for instances in which a six-speed system is either unsuitable or outlawed by regulations.
With a wide range of options available, including a selection of differentials and Hewland’s proven Semi-Auto system, it is highly recommended that customers considering the FTR-200 contact our sales team to discuss the best solution to meet your needs.
To find out more on the FTR-200, Please see below:
Normal Application: | Single-Seater Race Vehicles |
Case Material: | Aluminium (Incorporating engine oil tank) |
Shift Pattern: | 5 or 6-speed with reverse, (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | Up to 325 Nm / 240 lb.ft (dependent on FD) |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 40Kg (6 speed) |
Lubrication: | Splash type |
Differential: | FTR Powerflow™ plate-type limited slip (tripod joint)Multiple free-differential options (tripod joint)Additional requirements available on request |
Semi-Auto Compatibility: | External bolt-on Hewland Semi-Auto option |
Clients Include: | - European, Japanese and British Formula 3 - BAC MonoMRF F2000Juno - Star Mazda Series - Formula Ford (2012) - Dallara ADAC Junior Series - Formula Lites (US) |
Final Drive Options
Part Number | Description | Ratio |
---|---|---|
LJS-221-9:31 | CROWNWHEEL & PINION | 3.444 |
LJS-221-12:34 | CROWNWHEEL & PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
LJS-12:38-INT | LAYSHAFT (1ST GEAR) | 3.167 |
LJS-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
LJS-12:33-INT | LAYSHAFT (1ST GEAR) | 2.750 |
LJS-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
LJS-12:29-INT | LAYSHAFT (1ST GEAR) | 2.417 |
LJS-15:31-INT | LAYSHAFT (1ST GEAR) | 2.067 |
LJS-15:29-INT | LAYSHAFT (1ST GEAR) | 1.933 |
Hubbed Gear Options (2nd Gear)
Part Number | Description | Ratio |
---|---|---|
JFR-15:40-HUB * | RATIO | 2.667 |
JFR-14:35-HUB * | RATIO | 2.500 |
JFR-14:33-HUB | RATIO | 2.357 |
JFR-13:30-HUB | RATIO | 2.308 |
JFR-15:34-HUB | RATIO | 2.267 |
JFR-15:33-HUB | RATIO | 2.200 |
JFR-15:32-HUB | RATIO | 2.133 |
JFR-15:31-HUB | RATIO | 2.067 |
JFR-15:30-HUB | RATIO | 2.000 |
JFR-15:29-HUB | RATIO | 1.933 |
JFR-16:30-HUB | RATIO | 1.875 |
JFR-17:30-HUB | RATIO | 1.765 |
JFR-17:29-HUB | RATIO | 1.706 |
JFR-17:27-HUB | RATIO | 1.588 |
Final Drive Options
Part Number | Description | Ratio |
---|---|---|
FTR-221-9:35 | CROWNWHEEL & PINION | 3.889 |
FTR-221-9:31 | CROWNWHEEL & PINION | 3.444 |
FTR-221-12:34 | CROWNWHEEL & PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
FTR-12:38-INT | LAYSHAFT (1ST GEAR) | 3.167 |
FTR-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
FTR-12:33-INT | LAYSHAFT (1ST GEAR) | 2.750 |
FTR-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
FTR-12:29-INT | LAYSHAFT (1ST GEAR) | 2.417 |
Hubbed Gear Options (2nd gear)
Part Number | Description | Ratio |
---|---|---|
FTR-14:35-HUB | RATIO | 2.500 |
FTR-14:34-HUB | RATIO | 2.429 |
FTR-14:33-HUB | RATIO | 2.357 |
FTR-13:30-HUB | RATIO | 2.308 |
FTR-15:34-HUB | RATIO | 2.267 |
FTR-15:33-HUB | RATIO | 2.200 |
FTR-15:32-HUB | RATIO | 2.133 |
FTR-15:31-HUB | RATIO | 2.067 |
FTR-15:30-HUB | RATIO | 2.000 |
FTR-15:29-HUB | RATIO | 1.933 |
FTR-16:30-HUB | RATIO | 1.875 |
FTR-17:31-HUB | RATIO | 1.824 |
FTR-15:27-HUB | RATIO | 1.800 |
FTR-17:30-HUB | RATIO | 1.765 |
FTR-15:26-HUB | RATIO | 1.733 |
FTR-17:29-HUB | RATIO | 1.706 |
FTR-16:27-HUB | RATIO | 1.688 |
FTR-15:25-HUB | RATIO | 1.667 |
FTR-16:26-HUB | RATIO | 1.625 |
Standard Gear Options (3rd - 6th)
Part Number | Description | Ratio |
---|---|---|
FTR-15:30-STD | RATIO | 2.000 |
FTR-15:29-STD | RATIO | 1.933 |
FTR-16:30-STD | RATIO | 1.875 |
FTR-17:31-STD | RATIO | 1.824 |
FTR-15:27-STD | RATIO | 1.800 |
FTR-17:30-STD | RATIO | 1.765 |
FTR-15:26-STD | RATIO | 1.733 |
FTR-17:29-STD | RATIO | 1.706 |
FTR-16:27-STD | RATIO | 1.688 |
FTR-15:25-STD | RATIO | 1.667 |
FTR-16:26-STD | RATIO | 1.625 |
FTR-17:27-STD | RATIO | 1.588 |
FTR-16:25-STD | RATIO | 1.563 |
FTR-17:26-STD | RATIO | 1.529 |
FTR-16:24-STD | RATIO | 1.500 |
FTR-17:25-STD | RATIO | 1.471 |
FTR-18:26-STD | RATIO | 1.444 |
FTR-16:23-STD | RATIO | 1.438 |
FTR-19:27-STD | RATIO | 1.421 |
FTR-18:25-STD | RATIO | 1.389 |
FTR-19:26-STD | RATIO | 1.368 |
FTR-17:23-STD | RATIO | 1.353 |
FTR-18:24-STD | RATIO | 1.333 |
FTR-19:25-STD | RATIO | 1.316 |
FTR-20:26-STD | RATIO | 1.300 |
FTR-18:23-STD | RATIO | 1.278 |
FTR-19:24-STD | RATIO | 1.263 |
FTR-20:25-STD | RATIO | 1.250 |
FTR-21:26-STD | RATIO | 1.238 |
FTR-18:22-STD | RATIO | 1.222 |
FTR-19:23-STD | RATIO | 1.211 |
FTR-21:25-STD | RATIO | 1.190 |
FTR-23:27-STD | RATIO | 1.174 |
FTR-19:22-STD | RATIO | 1.158 |
FTR-21:24-STD | RATIO | 1.143 |
FTR-24:27-STD | RATIO | 1.125 |
FTR-19:21-STD | RATIO | 1.105 |
FTR-24:26-STD | RATIO | 1.083 |
FTR-18:19-STD | RATIO | 1.056 |
FTR-25:26-STD | RATIO | 1.040 |
FTR-24:24-STD | RATIO | 1.000 |
FTR-25:24-STD | RATIO | 0.960 |
FTR-26:24-STD | RATIO | 0.923 |
FTR-27:24-STD | RATIO | 0.889 |
Spacer – Diff Post | - | HP-N-4064 |
Diff Holding Post | - | SK-1710-A |
Diff Preload Tool | - | SK-1710-B |
Dummy Outer Race | - | SK-1715 |
Socket | - | SK-1175-C |
Reaction Bar | - | SK-1427 |
Pinion Setting Jig | - | SK-1709 |
Bearing Puller | - | SK-1714 |
Comb Tool | - | SK-1716 |
Dummy Sideplate Cap | - | SK-1718-A |
Dummy Sideplate | - | SK-1718-C |
Pinion Setting Tool (6 speed) | - | SK-1913-A |
FTR Tripod Removal Kit | - | SK-2025 |
Slide Hammer Kit | - | SK-2025-A |
Pinion Spanner | - | SK-247 |
Fork Setting Aid (6 speed) | - | SK-2602 |
Fork Setting Aid (5 speed) | - | SK-2603 |
The JL is a modern, technologically advanced 5 speed sequential box, suitable as a replacement to the incredibly popular LD-200. Retro-fitted with minimal chassis or suspension modifications, the JL offers an effective upgrade with minimal setup alterations, boosting performance to meet modern competition.
In utilising the ratios from the well proven FTR range, the JL delivers excellent reliability at a low cost and weight, together with a wide range of off-the-shelf gearing options. To ensure maximum track-time, gear ratios can be changed trackside without the need to remove the transmission from the vehicle.
Centrally mounted 4th and 5th ratios reduce shaft bending, improving component life, whilst a range of differential options are available including the advanced Powerflow™ limited-slip unit. When combined with the optional Hewland Semi-Auto System, the JL provides maximum performance within an affordable budget.
Utilised by the entire USF2000 grid, the JL has proven itself as the ideal transmission for any lightweight single-seater looking for a modern, 5 speed sequential unit.
To find out more on the JL-200, Please see below:
Normal Application: | Entry to Medium Performance Single-Seaters |
Case Material: | Aluminium |
Shift Pattern: | 5 Speed Sequential with reverse |
Selection: | - Manual Sequential - Externally operated semi-auto sequential option |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 325 Nm / 240 lbs.ft (Dependent on chosen ratio) |
Cluster Layout: | Longitudinal cluster mounted behind the differential. Centrally located 4th/5th gears to minimise shaft bending |
Weight: | 34.4 Kg |
Lubrication: | Splash-type |
Differential: | - Powerflow™ plate-type limited-slip - Multiple free differential options |
Semi-Auto Compatibility: | Externally mounted option |
Clients Include: | - US F2000 Series - Sprint & Hill Climb Vehicles |
Part Number | Description | Ratio (1st) |
---|---|---|
LJS-221-9:31 | CROWNWHEEL AND PINION | 3.444 |
LJS-221-12:34 | CROWNWHEEL AND PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio (1st) |
---|---|---|
LJS-12:38-INT | LAYSHAFT (1ST GEAR) | 3.167 |
LJS-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
LJS-12:33-INT | LAYSHAFT (1ST GEAR) | 2.750 |
LJS-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
LJS-12:29-INT | LAYSHAFT (1ST GEAR) | 2.417 |
LJS-15:31-INT | LAYSHAFT (1ST GEAR) | 2.067 |
LJS-15:29-INT | LAYSHAFT (1ST GEAR) | 1.933 |
Hubbed Gear Options (2nd Gear)
Part Number | Description | Ratio |
---|---|---|
JFR-15:40-HUB * | RATIO | 2.667 |
JFR-14:35-HUB * | RATIO | 2.500 |
JFR-14:33-HUB | RATIO | 2.357 |
JFR-13:30-HUB | RATIO | 2.308 |
JFR-15:34-HUB | RATIO | 2.267 |
JFR-15:33-HUB | RATIO | 2.200 |
JFR-15:32-HUB | RATIO | 2.133 |
JFR-15:31-HUB | RATIO | 2.067 |
JFR-15:30-HUB | RATIO | 2.000 |
JFR-15:29-HUB | RATIO | 1.933 |
JFR-16:30-HUB | RATIO | 1.875 |
JFR-17:30-HUB | RATIO | 1.765 |
JFR-17:29-HUB | RATIO | 1.706 |
JFR-17:27-HUB | RATIO | 1.588 |
Standard Gear Options (3rd - 5th)
FTR-15:30-STD | RATIO | 2.000 |
FTR-15:29-STD | RATIO | 1.933 |
FTR-16:30-STD | RATIO | 1.875 |
FTR-17:31-STD | RATIO | 1.824 |
FTR-15:27-STD | RATIO | 1.800 |
FTR-17:30-STD | RATIO | 1.765 |
FTR-15:26-STD | RATIO | 1.733 |
FTR-17:29-STD | RATIO | 1.706 |
FTR-16:27-STD | RATIO | 1.688 |
FTR-15:25-STD | RATIO | 1.667 |
FTR-16:26-STD | RATIO | 1.625 |
FTR-17:27-STD | RATIO | 1.588 |
FTR-16:25-STD | RATIO | 1.563 |
FTR-17:26-STD | RATIO | 1.529 |
FTR-16:24-STD | RATIO | 1.500 |
FTR-17:25-STD | RATIO | 1.471 |
FTR-18:26-STD | RATIO | 1.444 |
FTR-16:23-STD | RATIO | 1.438 |
FTR-19:27-STD | RATIO | 1.421 |
FTR-18:25-STD | RATIO | 1.389 |
FTR-19:26-STD | RATIO | 1.368 |
FTR-17:23-STD | RATIO | 1.353 |
FTR-18:24-STD | RATIO | 1.333 |
FTR-19:25-STD | RATIO | 1.316 |
FTR-20:26-STD | RATIO | 1.300 |
FTR-18:23-STD | RATIO | 1.278 |
FTR-19:24-STD | RATIO | 1.263 |
FTR-20:25-STD | RATIO | 1.250 |
FTR-21:26-STD | RATIO | 1.238 |
FTR-18:22-STD | RATIO | 1.222 |
FTR-19:23-STD | RATIO | 1.211 |
FTR-21:25-STD | RATIO | 1.190 |
FTR-23:27-STD | RATIO | 1.174 |
FTR-19:22-STD | RATIO | 1.158 |
FTR-21:24-STD | RATIO | 1.143 |
FTR-24:27-STD | RATIO | 1.125 |
FTR-19:21-STD | RATIO | 1.105 |
FTR-24:26-STD | RATIO | 1.083 |
FTR-18:19-STD | RATIO | 1.056 |
FTR-25:26-STD | RATIO | 1.040 |
FTR-24:24-STD | RATIO | 1.000 |
FTR-25:24-STD | RATIO | 0.960 |
FTR-26:24-STD | RATIO | 0.923 |
FTR-27:24-STD | RATIO | 0.889 |
Pinion Setting Jig | - | SK-2192 |
Pinion Setting Tool | - | SK-2591 |
Slide Hammer Kit | - | SK-2025-A |
Tripod Removal Kit | - | SK-2025 |
Socket | - | SK-1175-C |
Socket | - | SK-2217 |
Pinion Spanner | - | SK-247 |
Fork Setting Handle | - | SK-1732-B |
Fork Setting Jig | - | SK-2601 |
Pinion Setting Tool | - | SK-1913-A |
The RGT-200 is a compact transverse unit, designed for mid-engined sportscars (GT). The unit is produced with six forward gears, reverse, and is fitted with a Torsen type differential.
The RGT is a high tech racing transverse unit which achieves the maximum effective use of power, in conjunction with extremely stiff integral mounting points.
Gear changing is effected through non synchronising face dogs. An extensive range of gear ratios provides an excellent range of gearing requirements.
Normal Application: | Mid-engined sportscars (GT) |
Case Material: | Aluminium |
Shift Pattern: | 6-speed with reverse |
Selection: | Manual Sequential / Semi-Auto Sequential |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 670 Nm / 489 lb.ft |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 55kg |
Lubrication: | Pressurised mechanical oil pump |
Differential: | - Torsen type differential - Multiple free-differential options (tripod joint) - Additional requirements available on request |
Semi-Auto Compatibility: | External bolt-on Hewland Semi-Auto option |
Clients Include: | Radical ( RXC GT) |
Part Number | Description | Ratio (1st) | Torque Capacity |
---|---|---|---|
SL-221-9:35 * | CROWNWHEEL AND PINION | 3.889 | 320 lb.ft/434Nm |
SL-221-10:31 | CROWNWHEEL AND PINION | 3.100 | 503lb.ft/682Nm |
SL-221-11:31 | CROWNWHEEL AND PINION | 2.818 | 556lb.ft/754Nm |
Layshaft Options (Integral 1st and 2nd gear)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
SL-12:37/14:33 * | LAYSHAFT & INT 1ST/2ND | 3.083 | 2.357 |
SL-13:34/15:31 * | LAYSHAFT & INT 1ST/2ND | 2.615 | 2.067 |
SL-13:38/15:32 * | LAYSHAFT & INT 1ST/2ND | 2.923 | 2.133 |
SL-13:38/15:34 * | LAYSHAFT & INT 1ST/2ND | 2.923 | 2.266 |
SL-14:34/16:30 * | LAYSHAFT & INT 1ST/2ND | 2.429 | 1.875 |
Standard Gear Options (3rd to 6th gears)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
LSG-16:30-STD-W * | RATIO | 1.875 | - |
LSG-16:29-STD-W | RATIO | 1.813 | - |
LSG-16:28-STD-W | RATIO | 1.750 | - |
LSG-17:29-STD-W | RATIO | 1.706 | - |
LSG-18:30-STD-W * | RATIO | 1.667 | - |
LSG-18:29-STD-W | RATIO | 1.611 | - |
LSG-18:28-STD-W | RATIO | 1.556 | - |
LSG-18:27-STD-W | RATIO | 1.500 | - |
LSG-17:25-STD-W | RATIO | 1.471 | - |
LSG-18:26-STD-W | RATIO | 1.444 | - |
LSG-18:25-STD-W * | RATIO | 1.389 | - |
LSG-19:26-STD-W * | RATIO | 1.368 | - |
LSG-18:24-STD-W | RATIO | 1.333 | - |
LSG-20:26-STD-W * | RATIO | 1.300 | - |
LSG-18:23-STD-W | RATIO | 1.278 | - |
LSG-19:24-STD-W * | RATIO | 1.263 | - |
LSG-20:25-STD-W | RATIO | 1.250 | - |
LSG-21:26-STD-W * | RATIO | 1.238 | - |
LSG-19:23-STD-W * | RATIO | 1.211 | - |
LSG-21:25-STD-W | RATIO | 1.190 | - |
LSG-22:26-STD-W * | RATIO | 1.182 | - |
LSG-19:22-STD-W | RATIO | 1.158 | - |
LSG-21:24-STD-W * | RATIO | 1.143 | - |
LSG-26:29-STD-W * | RATIO | 1.115 | - |
LSG-22:24-STD-W * | RATIO | 1.091 | - |
LSG-24:26-STD-W | RATIO | 1.083 | - |
LSG-20:21-STD-W | RATIO | 1.050 | - |
LSG-24:25-STD-W * | RATIO | 1.042 | - |
LSG-31:32-STD-W * | RATIO | 1.032 | - |
LSG-24:24-STD-W | RATIO | 1.000 | - |
LSG-25:24-STD-W * | RATIO | 0.960 | - |
LSG-26:24-STD-W * | RATIO | 0.923 | - |
LSG-27:24-STD-W * | RATIO | 0.889 | - |
Fork setting fixture | - | SK-1631 |
Setting disc | - | SK-1913 |
Pinion setting jig | - | SK-1470-A |
Reaction bar | - | SK-1452-A |
Socket | - | SK-1452-B |
Splined socket | - | SK-1581 |
Diff pre-load tools | - | SK-838-T |
Optimised for front-engined, RWD GT endurance vehicles, the all-new GTT-200 offers many of the benefits of Hewland’s advanced TLS (LMP) solution in an off-the-shelf package.
Optimised for front-engined, RWD GT endurance vehicles, the GTTL-200 offers many of the benefits of Hewland’s advanced TLS (LMP) solution in an off-the-shelf package.
Integrating a lightweight magnesium casing, precision ground bevels and a layout optimised for weight distribution, the GTTL-200 offers a highly competitive package for endurance vehicles worldwide.
Proven in a variety of GT3 and Super GT300 vehicles.
Normal Application: | GT Race Vehicles |
Case Material: | Magnesium or Aluminium |
Shift Pattern: | 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection Mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 800Nm / 590 lb.ft |
Cluster Layout: | Transverse layout |
Weight: | 58kg (GTTL Aluminium), 52kg (GTTL Magnesium) |
Lubrication: | Pressurised distribution system, with 250 micron internal filter, 50 micron pressure side filter, cooler pipe connections and magnetic drain plugs |
Differential: | TLT Powerflow™ plate-type or viscous limited-slip with adjustable preload options |
Semi-Auto Compatibility: | Integrated Hewland Semi-Auto system |
Clients Include: | - Used in the Super GT300 - Various GT3 |
Socket | - | SK-1452-A |
Reaction Bar | - | SK-2086-B |
Pinion Setting Gauge | - | SK-2418 |
Pinion Tool | - | SK-2551 |
- | SK-2424 | |
Preload Adjuster Tool | - | SK-1623 |
(Adjustable diff only) |
The LWS-200 reflects the demand for transaxle solutions to suit very high torque GT and drag-event vehicles. Emerging from the same highly-developed design of the LLS (and Ferrari 458 specification MLS variant), the project involved the design of wider, stronger gears combined with a new pinion shaft design, selector barrel and spacer plate.
The result is the highest torque specification of any gearbox in the standard Hewland range, capable of transferring an engine input torque of up to 935Nm.
Like the LLS, the LWS-200 casing is offered in highest commercial-grade aluminium or magnesium specification, and is fully compatible with Hewland’s Semi-Auto system.
In conjunction with highly developed Powerflow™ differential options, and a sophisticated dog and fast selection mechanism, the LWS offers a large selection of ramp angles, ratios and crownwheel & pinions to ensure that our clients do not have to compromise when it comes to their high performance GT transmission system.
To find out more on the LWS-200, Please see below:
Normal Application: | GT Race Vehicles |
Case Material: | Magnesium or Aluminium |
Shift Pattern: | 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection Mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 935 Nm / 690 lb.ft |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 69kg (LWS Aluminium), 63kg (LWS Magnesium) |
Lubrication: | Pressurised distribution system, with 250 micron internal filter, 50 micron pressure side filter, cooler pipe connections and magnetic drain plugs |
Differential: | TLT Powerflow™ plate-type or viscous limited-slip with adjustable preload options |
Semi-Auto Compatibility: | Integrated Hewland Semi-Auto system |
Clients Include: | - Chevron GT3 - SCG003 - Mosler - KRB Lotus Espirit |
Part Number | Description | Ratio |
---|---|---|
LWS-221-9:31 | CROWNWHEEL & PINION | 3.444 |
LWS-221-10:31 | CROWNWHEEL & PINION | 3.100 |
LWS-221-11:31 | CROWNWHEEL & PINION | 2.818 |
LWS-221-12:31 * | CROWNWHEEL & PINION | 2.583 |
LWS-221-13:31 * | CROWNWHEEL & PINION | 2.385 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
LWS-13:37-INT | Layshaft (integral 1st) | 2.846 |
LWS-14:37-INT | Layshaft (integral 1st) | 2.642 |
LWS-14:36-INT | Layshaft (integral 1st) | 2.571 |
LWS-14:34-INT | Layshaft (integral 1st) | 2.429 |
Hubbed Gear Options (2nd Gear)
Part Number | Description | Ratio |
---|---|---|
LWS-17:38-HUB | RATIO | 2.235 |
LWS-16:34-HUB | RATIO | 2.125 |
LWS-16:33-HUB | RATIO | 2.063 |
LWS-16:32-HUB | RATIO | 2.000 |
LWS-17:32-HUB * | RATIO | 1.882 |
Standard Gear Options (3rd and 4th)
Part Number | Description | Ratio |
---|---|---|
LWS-18:39-L * | RATIO (LOW) | 2.167 |
LWS-16:34-L | RATIO (LOW) | 2.125 |
LWS-16:32-L | RATIO (LOW) | 2.000 |
LWS-18:35-L | RATIO (LOW) | 1.944 |
LWS-17:32-L | RATIO (LOW) | 1.882 |
LWS-17:31-L | RATIO (LOW) | 1.824 |
LWS-17:30-L | RATIO (LOW) | 1.765 |
LWS-18:31-L | RATIO (LOW) | 1.722 |
LWS-17:29-L | RATIO (LOW) | 1.706 |
LWS-18:30-L | RATIO (LOW) | 1.667 |
LWS-19:31-L | RATIO (LOW) | 1.632 |
LWS-18:29-L | RATIO (LOW) | 1.611 |
LWS-19:30-L | RATIO (LOW) | 1.579 |
LWS-19:29-L | RATIO (LOW) | 1.526 |
LWS-19:28-L | RATIO (LOW) | 1.474 |
LWS-18:26-L | RATIO (LOW) | 1.444 |
LWS-21:30-L | RATIO (LOW) | 1.429 |
LWS-22:31-L | RATIO (LOW) | 1.409 |
LWS-21:29-L | RATIO (LOW) | 1.381 |
LWS-23:31-L | RATIO (LOW) | 1.348 |
LWS-25:33-L | RATIO (LOW) | 1.320 |
LWS-21:27-L | RATIO (LOW) | 1.286 |
LWS-23:28-L | RATIO (LOW) | 1.217 |
Standard Gear Options (5th and 6th)
Part Number | Description | Ratio |
---|---|---|
LWS-19:28-H | RATIO (HIGH) | 1.474 |
LWS-21:30-H | RATIO (HIGH) | 1.429 |
LWS-22:31-H | RATIO (HIGH) | 1.409 |
LWS-21:29-H | RATIO (HIGH) | 1.381 |
LWS-23:31-H | RATIO (HIGH) | 1.348 |
LWS-22:29-H | RATIO (HIGH) | 1.320 |
LWS-25:33-H | RATIO (HIGH) | 1.320 |
LWS-21:27-H | RATIO (HIGH) | 1.286 |
LWS-23:29-H | RATIO (HIGH) | 1.261 |
LWS-21:26-H | RATIO (HIGH) | 1.238 |
LWS-22:27-H | RATIO (HIGH) | 1.227 |
LLS-24:29-H | RATIO (HIGH) | 1.208 |
LWS-22:26-H | RATIO (HIGH) | 1.182 |
LWS-23:27-H | RATIO (HIGH) | 1.174 |
LWS-25:29-H | RATIO (HIGH) | 1.160 |
LWS-23:26-H | RATIO (HIGH) | 1.130 |
LWS-25:28-H | RATIO (HIGH) | 1.120 |
LWS-29:32-H | RATIO (HIGH) | 1.103 |
LWS-22:24-H | RATIO (HIGH) | 1.091 |
LWS-24:26-H | RATIO (HIGH) | 1.083 |
LWS-28:30-H | RATIO (HIGH) | 1.071 |
LWS-27:28-H | RATIO (HIGH) | 1.037 |
LWS-24:24-H | RATIO (HIGH) | 1.000 |
LWS-25:24-H | RATIO (HIGH) | 0.960 |
LWS-26:24-H | RATIO (HIGH) | 0.923 |
LWS-27:24-H | RATIO (HIGH) | 0.889 |
Piston assembly tool | - | SK-2240 |
Seal assembly tool | - | SK-2239 |
Socket | - | SK-1452-A |
Reaction bar | - | SK-1452-B |
Fork setting fixture | - | SK-2417 |
Comb tool | - | SK-2416 |
Diff adjustment tool | - | SK-1623 |
(adjustable diffs only) | ||
Differential pre-load Tools | - | SK-1769 |
- | SK-838-TB (X2) | |
- | SK-838-TA | |
Worm retaining tool | - | SK-2323 |
Setting disc | - | SK-2424 |
Pinion setting | - | SK-2418 |
Developed to replace the hugely successful NLT, the LLS offers the ultimate in transaxle transmission design for high specification GT race cars. The LLS has been developed alongside the championship-winning MLS gearbox, sharing most major components with the transmission used in the dominant Ferrari 458 GT3, and the Le Mans-winning Ferrari 458 GTE.
Offered in highest quality magnesium or aluminium specification, the LLS provides a light, efficient design allowing full compatibility with Hewland’s Semi-Automatic “Paddle Shift” System.
The highly developed Powerflow™ differential, sophisticated dog and fast selection mechanism, and a range of specialised options tailored to suit the individual requirements of our clients, all contribute to make the LLS the most advanced rear transaxle solution in the current Hewland range.
To find out more on the LLS-200, Please see below:
Normal Application: | GT Race Vehicles |
Case Material: | Magnesium or Aluminium |
Shift Pattern: | 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection Mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 610 Nm / 450 lb.ft |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 66kg (LLS Aluminium), 58kg (LLS Magnesium) |
Lubrication: | Pressurised distribution system, with 250 micron internal filter, 50 micron pressure side filter, cooler pipe connections and magnetic drain plugs |
Differential: | TLT Powerflow™ plate-type limited-slip with adjustable preload options |
Semi-Auto Compatibility: | Fully integrated Hewland Semi-Auto system |
Clients Include: | - Michelotto Ferrari 458 GT3 / GTE (MLS Variant) - Chevron GT3 - GTA GT300 Mother Chassis |
Final Drive Options
LLS-221-9:31 | CROWNWHEEL & PINION | 3.444 |
LLS-221-10:31 | CROWNWHEEL & PINION | 3.100 |
LLS-221-11:31 | CROWNWHEEL & PINION | 2.818 |
LLS-221-12:31 * | CROWNWHEEL & PINION | 2.583 |
LLS-221-13:31 * | CROWNWHEEL & PINION | 2.385 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
LLS-13:37-INT | Layshaft (integral 1st) | 2.846 |
LLS-14:37-INT | Layshaft (integral 1st) | 2.642 |
LLS-14:36-INT | Layshaft (integral 1st) | 2.571 |
LLS-14:34-INT | Layshaft (integral 1st) | 2.429 |
Standard Gear Options (3rd and 4th)
Part Number | Description | Ratio |
---|---|---|
LLS-18:39-L * | RATIO (LOW) | 2.167 |
LLS-16:34-L | RATIO (LOW) | 2.125 |
LLS-16:32-L | RATIO (LOW) | 2.000 |
LLS-18:35-L | RATIO (LOW) | 1.944 |
LLS-17:32-L | RATIO (LOW) | 1.882 |
LLS-17:31-L | RATIO (LOW) | 1.824 |
LLS-17:30-L | RATIO (LOW) | 1.765 |
LLS-18:31-L | RATIO (LOW) | 1.722 |
LLS-17:29-L | RATIO (LOW) | 1.706 |
LLS-18:30-L | RATIO (LOW) | 1.667 |
LLS-19:31-L | RATIO (LOW) | 1.632 |
LLS-18:29-L | RATIO (LOW) | 1.611 |
LLS-19:30-L | RATIO (LOW) | 1.579 |
LLS-19:29-L | RATIO (LOW) | 1.526 |
LLS-19:28-L | RATIO (LOW) | 1.474 |
LLS-18:26-L | RATIO (LOW) | 1.444 |
LLS-21:30-L | RATIO (LOW) | 1.429 |
LLS-22:31-L | RATIO (LOW) | 1.409 |
LLS-21:29-L | RATIO (LOW) | 1.381 |
LLS-23:31-L | RATIO (LOW) | 1.348 |
LLS-25:33-L | RATIO (LOW) | 1.320 |
LLS-21:27-L | RATIO (LOW) | 1.286 |
LLS-23:28-L | RATIO (LOW) | 1.217 |
Standard Gear Options (5th and 6th)
Part Number | Description | Ratio |
---|---|---|
LLS-19:28-H | RATIO (HIGH) | 1.474 |
LLS-21:30-H | RATIO (HIGH) | 1.429 |
LLS-22:31-H | RATIO (HIGH) | 1.409 |
LLS-21:29-H | RATIO (HIGH) | 1.381 |
LLS-23:31-H | RATIO (HIGH) | 1.348 |
LLS-22:29-H | RATIO (HIGH) | 1.320 |
LLS-25:33-H | RATIO (HIGH) | 1.320 |
LLS-21:27-H | RATIO (HIGH) | 1.286 |
LLS-23:29-H | RATIO (HIGH) | 1.261 |
LLS-21:26-H | RATIO (HIGH) | 1.238 |
LLS-22:27-H | RATIO (HIGH) | 1.227 |
LLS-24:29-H | RATIO (HIGH) | 1.208 |
LLS-22:26-H | RATIO (HIGH) | 1.182 |
LLS-23:27-H | RATIO (HIGH) | 1.174 |
LLS-25:29-H | RATIO (HIGH) | 1.160 |
LLS-23:26-H | RATIO (HIGH) | 1.130 |
LLS-25:28-H | RATIO (HIGH) | 1.120 |
LLS-29:32-H | RATIO (HIGH) | 1.103 |
LLS-22:24-H | RATIO (HIGH) | 1.091 |
LLS-24:26-H | RATIO (HIGH) | 1.083 |
LLS-28:30-H | RATIO (HIGH) | 1.071 |
LLS-27:28-H | RATIO (HIGH) | 1.037 |
LLS-24:24-H | RATIO (HIGH) | 1.000 |
LLS-25:24-H | RATIO (HIGH) | 0.960 |
LLS-26:24-H | RATIO (HIGH) | 0.923 |
LLS-27:24-H | RATIO (HIGH) | 0.889 |
Piston Assembly Tool | - | SK-2240 |
Seal Assembly Tool | - | SK-2239 |
Socket | - | SK-1452-A |
Reaction Bar | - | SK-1452-B |
Fork Setting Fixture | - | SK-2375 |
Differential Adjustment Tool | - | SK-1623 |
(Adjustable differential only) | ||
Differential Pre-load Tools | - | SK-1769 |
- | SK-838-TB (x2) | |
- | SK-838-TA | |
Worm Retaining tool | - | SK-2323 |
Comb Tool | - | SK-2413 |
Setting Disc | - | SK-2424 |
Pinion Setting | - | SK-2418 |
The TMT-200 is an advanced transaxle transmission solution designed specifically to suit the latest generation of mid-torque single-seater and GT racing applications. The TMT-200 project marks the next step-up in torque capacity from the hugely successful FTR-200 gearbox, and provides a far lighter, more advanced replacement for the NMT-200 unit.
The TMT-200 is an advanced transaxle transmission solution designed specifically to suit the latest generation of mid-torque single-seater and GT racing applications.
The TMT-200 project marks the next step-up in torque capacity from the hugely successful FTR-200 gearbox, and provides a far lighter, more advanced replacement for the NMT-200 unit. Optional integrated semi-auto actuators further help to reduce overall vehicle weight while providing improved design flexibility thanks to notable space-saving benefits.
Specification also includes a TPT Powerflow™ limited slip differential, internal oil pump, integral rocker post mounts plus suspension and crash attenuator mounting points.
With an increasing demand for relatively small capacity, turbo charged powerplants coupled to lightweight race vehicles, the TMT-200 addresses the balance between weight, technology and torque capacity to provide the minimum possible compromise in class.
To find out more on the TMT-200, Please see below:
Normal Application: | Middle-Weight GT Vehicles, High-Performance Single-Seater Race Vehicles |
Case Material: | Aluminium or Magnesium |
Shift Pattern: | 6-Speed Sequential with Reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential / Semi-Auto Sequential with ‘SE’ Selection Mechanism |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | 430 Nm / 320 lb.ft |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 44.5kg (6-speed Magnesium) |
Lubrication: | Pressurised distribution system, with 250 micron internal filter, 50 micron pressure-side filter, cooler pipe connections and magnetic drain plugs |
Differential: | TLT Powerflow™ plate-type with adjustable preload option |
Semi-Auto Compatibility: | Integrated Hewland Semi-Auto System option |
Clients Include: | - Palmersport FIA Formula 2 - Praga R4S - Chevron GT3 - Darrian - Sprint and Hillclimb Vehicles |
Part Number | Description | Ratio | Torque Capacity |
---|---|---|---|
TMT-221-8:35 | 8/35 FINAL DRIVE | 4.375 | 275 lb.ft/370Nm |
TMT-221-9:35 | 9/35 FINAL DRIVE | 3.889 | 320 lb.ft/430Nm |
TMT-221-10:31 | 10/31 FINAL DRIVE | 3.1 | 320 lb.ft/430Nm |
NMT-221-11:31 | 11/31 FINAL DRIVE | 2.818 | 320 lb.ft/430Nm |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
TE-13:37-INT | LAYSHAFT (Integral 1st) | 2.846 | - |
TE-13:34-INT | LAYSHAFT (Integral 1st) | 2.615 | - |
TE-13:33-INT * | LAYSHAFT (Integral 1st) | 2.538 | - |
TE-14:34-INT | LAYSHAFT (Integral 1st) | 2.429 | - |
TE-14:33-INT | LAYSHAFT (Integral 1st) | 2.357 | - |
TE-14:32-INT * | LAYSHAFT (Integral 1st) | 2.286 | - |
TE-15:33-INT * | LAYSHAFT (Integral 1st) | 2.200 | - |
TE-15:32-INT | LAYSHAFT (Integral 1st) | 2.133 | - |
TE-15:30-INT * | LAYSHAFT (Integral 1st) | 2.000 | - |
Layshaft Options (Integral 1st and 2nd gear)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
TE-12:38/13:34 | LAYSHAFT (Int 1st & 2nd) | 3.167 | 2.615 |
TE-12:38/14:35 * | LAYSHAFT (Int 1st & 2nd) | 3.167 | 2.500 |
TE-12:38/14:33 | LAYSHAFT (Int 1st & 2nd) | 3.167 | 2.357 |
TE-12:37/14:34 * | LAYSHAFT (Int 1st & 2nd) | 3.083 | 2.429 |
TE-12:37/14:33 * | LAYSHAFT (Int 1st & 2nd) | 3.083 | 2.357 |
TE-13:38/14:34 * | LAYSHAFT (Int 1st & 2nd) | 2.923 | 2.429 |
TE-13:38/14:33 | LAYSHAFT (Int 1st & 2nd) | 2.923 | 2.357 |
TE-13:38/15:33 * | LAYSHAFT (Int 1st & 2nd) | 2.923 | 2.200 |
TE-13:38/15:32 * | LAYSHAFT (Int 1st & 2nd) | 2.923 | 2.133 |
TE-13:37/15:33 * | LAYSHAFT (Int 1st & 2nd) | 2.846 | 2.200 |
TE-13:37/15:32 | LAYSHAFT (Int 1st & 2nd) | 2.846 | 2.133 |
TE-13:35/15:31 * | LAYSHAFT (Int 1st & 2nd) | 2.692 | 2.067 |
TE-13:35/14:33 | LAYSHAFT (Int 1st & 2nd) | 2.692 | 2.357 |
TE-13:34/15:34 * | LAYSHAFT (Int 1st & 2nd) | 2.615 | 2.267 |
TE-13:34/15:33 | LAYSHAFT (Int 1st & 2nd) | 2.615 | 2.200 |
TE-13:34/15:32 | LAYSHAFT (Int 1st & 2nd) | 2.615 | 2.133 |
TE-13:34/15:31 | LAYSHAFT (Int 1st & 2nd) | 2.615 | 2.067 |
TE-13:34/15:30 | LAYSHAFT (Int 1st & 2nd) | 2.615 | 2.000 |
TE-14:34/15:30 | LAYSHAFT (Int 1st & 2nd) | 2.429 | 2.000 |
TE-14:33/15:32 * | LAYSHAFT (Int 1st & 2nd) | 2.357 | 2.133 |
Hubbed Gear Options (3rd gear - use with integral 1st & 2nd only)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
104-15:31-HUB * | RATIO | 2.067 | - |
104-15:30-HUB * | RATIO | 2.000 | - |
104-15:29-HUB | RATIO | 1.933 | - |
104-16:30-HUB * | RATIO | 1.875 | - |
104-16:29-HUB | RATIO | 1.813 | - |
104-17:30-HUB * | RATIO | 1.765 | - |
104-16:28-HUB | RATIO | 1.750 | - |
104-18:31-HUB * | RATIO | 1.722 | - |
104-17:29-HUB | RATIO | 1.706 | - |
104-16:27-HUB * | RATIO | 1.688 | - |
104-18:30-HUB | RATIO | 1.667 | - |
104-17:28-HUB * | RATIO | 1.647 | - |
104-16:26-HUB | RATIO | 1.625 | - |
104-18:29-HUB | RATIO | 1.611 | - |
104-17:27-HUB | RATIO | 1.588 | - |
104-18:28-HUB * | RATIO | 1.556 | - |
104-17:26-HUB * | RATIO | 1.529 | - |
104-18:27-HUB * | RATIO | 1.500 | - |
104-17:25-HUB * | RATIO | 1.471 | - |
Standard Gear Options (2nd - 6th with integral 1st OR 4th- 6th)
Part Number | Description | Ratio (1st) | Ratio (2nd) |
---|---|---|---|
104-15:30-STD | RATIO | 2.000 | - |
104-15:29-STD | RATIO | 1.933 | - |
104-16:30-STD * | RATIO | 1.875 | - |
104-16:29-STD | RATIO | 1.813 | - |
104-18:32-STD * | RATIO | 1.778 | - |
104-17:30-STD * | RATIO | 1.765 | - |
104-16:28-STD | RATIO | 1.750 | - |
104-18:31-STD * | RATIO | 1.722 | - |
104-17:29-STD | RATIO | 1.706 | - |
104-16:27-STD | RATIO | 1.688 | - |
104-18:30-STD | RATIO | 1.667 | - |
104-17:28-STD * | RATIO | 1.647 | - |
104-16:26-STD | RATIO | 1.625 | - |
104-18:29-STD * | RATIO | 1.611 | - |
104-17:27-STD | RATIO | 1.588 | - |
104-18:28-STD * | RATIO | 1.556 | - |
104-17:26-STD | RATIO | 1.529 | - |
104-18:27-STD | RATIO | 1.500 | - |
104-17:25-STD | RATIO | 1.471 | - |
104-18:26-STD * | RATIO | 1.444 | - |
104-19:27-STD | RATIO | 1.421 | - |
104-20:28-STD * | RATIO | 1.400 | - |
104-18:25-STD | RATIO | 1.389 | - |
104-19:26-STD | RATIO | 1.368 | - |
104-20:27-STD | RATIO | 1.350 | - |
104-18:24-STD | RATIO | 1.333 | - |
104-19:25-STD | RATIO | 1.316 | - |
104-20:26-STD | RATIO | 1.300 | - |
104-18:23-STD | RATIO | 1.278 | - |
104-19:24-STD | RATIO | 1.263 | - |
104-20:25-STD | RATIO | 1.250 | - |
104-21:26-STD | RATIO | 1.238 | - |
104-22:27-STD * | RATIO | 1.227 | - |
104-19:23-STD | RATIO | 1.211 | - |
104-20:24-STD * | RATIO | 1.200 | - |
104-21:25-STD * | RATIO | 1.190 | - |
104-22:26-STD | RATIO | 1.182 | - |
104-23:27-STD * | RATIO | 1.174 | - |
104-19:22-STD | RATIO | 1.158 | - |
104-20:23-STD * | RATIO | 1.150 | - |
104-21:24-STD * | RATIO | 1.143 | - |
104-23:26-STD | RATIO | 1.130 | - |
104-26:29-STD | RATIO | 1.115 | - |
104-28:31-STD * | RATIO | 1.107 | - |
104-20:22-STD * | RATIO | 1.100 | - |
104-22:24-STD | RATIO | 1.091 | - |
104-24:26-STD * | RATIO | 1.083 | - |
104-27:29-STD * | RATIO | 1.074 | - |
104-20:21-STD | RATIO | 1.050 | - |
104-23:24-STD | RATIO | 1.043 | - |
104-27:28-STD * | RATIO | 1.037 | - |
104-24:24-STD | RATIO | 1.000 | - |
104-25:24-STD | RATIO | 0.960 | - |
104-26:24-STD | RATIO | 0.923 | - |
104-27:24-STD | RATIO | 0.889 | - |
104-23:20-STD | RATIO | 0.870 | - |
104-25:20-STD * | RATIO | 0.800 | - |
Socket and reaction bar | - | SK-1452 |
Pinion Setting Jig | - | SK-1470-A |
Pinion Tool | - | SK-1913 |
Seal assembly tool (built in actuator only) | - | SK-2239 |
Piston assembly tool (built in actuator only) | - | SK-2240 |
Fork setting jig | - | SK-2311 |
Diff holding post | - | SK-838-A |
Diff holding collar | - | SK-838-B |
Diff preload tool | - | SK-838-C |
The JFR-200 is the ultimate transmission for any small, single-seat race car requiring the latest innovations in drive technology. JFR is designed for the premium-quality end of the compact racing car market, as the `smaller sibling` to the prolific FTR-200 transaxle unit (used in F3, Star Mazda and Formula Ford to name a few).
While internals remain almost identical to the FTR unit, the JFR design does away with the integrated engine oil tank to provide a lighter, more compact design. The resulting front face will retro-fit to the popular LD-200 mounting.
The JFR-200 is available in either 5 or 6-speed variants, both with sequential shift and full semi-auto system compatibility. As with the FTR, free or Powerflow differential options are both available.
To find out more on the JFR-200, Please see below:
Normal Application: | Single-Seater Race Vehicles |
Case Material: | Aluminium |
Shift Pattern: | 5 and 6-speed with reverse (R-N-1-2-3-4-5-6) |
Selection: | Manual Sequential |
Mounting Layout: | Rear Transaxle |
Max. Engine Torque: | Up to 325 Nm / 240 lb.ft (dependent on FD) |
Cluster Layout: | Longitudinal straight-cut cluster behind spiral bevel final drive |
Weight: | 34kg |
Lubrication: | Splash-type |
Differential: | FTR Powerflow™ plate-type limited slipMultiple free-differential options |
Semi-Auto Compatibility: | Hewland Semi-Auto System available as a bespoke installation |
Clients Include: | - Praga Cars R1 - Radical SR5 and SR8 - Skip Barber Race School - Ralph Firman Racing - West Racing - Chevron Cars / Jordan Racing |
Part Number | Description | Ratio |
---|---|---|
LJS-221-9:31 | CROWNWHEEL & PINION | 3.444 |
LJS-221-12:34 | CROWNWHEEL & PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
LJS-12:38-INT | LAYSHAFT (1ST GEAR) | 3.167 |
LJS-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
LJS-12:33-INT | LAYSHAFT (1ST GEAR) | 2.750 |
LJS-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
LJS-12:29-INT | LAYSHAFT (1ST GEAR) | 2.417 |
LJS-15:31-INT | LAYSHAFT (1ST GEAR) | 2.067 |
LJS-15:29-INT | LAYSHAFT (1ST GEAR) | 1.933 |
Hubbed Gear Options (2nd Gear)
Part Number | Description | Ratio |
---|---|---|
JFR-15:40-HUB * | RATIO | 2.667 |
JFR-14:35-HUB * | RATIO | 2.500 |
JFR-14:33-HUB | RATIO | 2.357 |
JFR-13:30-HUB | RATIO | 2.308 |
JFR-15:34-HUB | RATIO | 2.267 |
JFR-15:33-HUB | RATIO | 2.200 |
JFR-15:32-HUB | RATIO | 2.133 |
JFR-15:31-HUB | RATIO | 2.067 |
JFR-15:30-HUB | RATIO | 2.000 |
JFR-15:29-HUB | RATIO | 1.933 |
JFR-16:30-HUB | RATIO | 1.875 |
JFR-17:30-HUB | RATIO | 1.765 |
JFR-17:29-HUB | RATIO | 1.706 |
JFR-17:27-HUB | RATIO | 1.588 |
Final Drive Options
Part Number | Description | Ratio |
---|---|---|
FTR-221-9:35 | CROWNWHEEL & PINION | 3.889 |
FTR-221-9:31 | CROWNWHEEL & PINION | 3.444 |
FTR-221-12:34 | CROWNWHEEL & PINION | 2.833 |
Layshaft Options (Integral 1st gear)
Part Number | Description | Ratio |
---|---|---|
FTR-12:38-INT | LAYSHAFT (1ST GEAR) | 3.167 |
FTR-12:35-INT | LAYSHAFT (1ST GEAR) | 2.917 |
FTR-12:33-INT | LAYSHAFT (1ST GEAR) | 2.750 |
FTR-12:31-INT | LAYSHAFT (1ST GEAR) | 2.583 |
FTR-12:29-INT | LAYSHAFT (1ST GEAR) | 2.417 |
Hubbed Gear Options (2nd gear)
Part Number | Description | Ratio |
---|---|---|
FTR-14:35-HUB | RATIO | 2.500 |
FTR-14:34-HUB | RATIO | 2.429 |
FTR-14:33-HUB | RATIO | 2.357 |
FTR-13:30-HUB | RATIO | 2.308 |
FTR-15:34-HUB | RATIO | 2.267 |
FTR-15:33-HUB | RATIO | 2.200 |
FTR-15:32-HUB | RATIO | 2.133 |
FTR-15:31-HUB | RATIO | 2.067 |
FTR-15:30-HUB | RATIO | 2.000 |
FTR-15:29-HUB | RATIO | 1.933 |
FTR-16:30-HUB | RATIO | 1.875 |
FTR-17:31-HUB | RATIO | 1.824 |
FTR-15:27-HUB | RATIO | 1.800 |
FTR-17:30-HUB | RATIO | 1.765 |
FTR-15:26-HUB | RATIO | 1.733 |
FTR-17:29-HUB | RATIO | 1.706 |
FTR-16:27-HUB | RATIO | 1.688 |
FTR-15:25-HUB | RATIO | 1.667 |
FTR-16:26-HUB | RATIO | 1.625 |
Standard Gear Options (3rd - 6th)
Part Number | Description | Ratio |
---|---|---|
FTR-15:30-STD | RATIO | 2.000 |
FTR-15:29-STD | RATIO | 1.933 |
FTR-16:30-STD | RATIO | 1.875 |
FTR-17:31-STD | RATIO | 1.824 |
FTR-15:27-STD | RATIO | 1.800 |
FTR-17:30-STD | RATIO | 1.765 |
FTR-15:26-STD | RATIO | 1.733 |
FTR-17:29-STD | RATIO | 1.706 |
FTR-16:27-STD | RATIO | 1.688 |
FTR-15:25-STD | RATIO | 1.667 |
FTR-16:26-STD | RATIO | 1.625 |
FTR-17:27-STD | RATIO | 1.588 |
FTR-16:25-STD | RATIO | 1.563 |
FTR-17:26-STD | RATIO | 1.529 |
FTR-16:24-STD | RATIO | 1.500 |
FTR-17:25-STD | RATIO | 1.471 |
FTR-18:26-STD | RATIO | 1.444 |
FTR-16:23-STD | RATIO | 1.438 |
FTR-19:27-STD | RATIO | 1.421 |
FTR-18:25-STD | RATIO | 1.389 |
FTR-19:26-STD | RATIO | 1.368 |
FTR-17:23-STD | RATIO | 1.353 |
FTR-18:24-STD | RATIO | 1.333 |
FTR-19:25-STD | RATIO | 1.316 |
FTR-20:26-STD | RATIO | 1.300 |
FTR-18:23-STD | RATIO | 1.278 |
FTR-19:24-STD | RATIO | 1.263 |
FTR-20:25-STD | RATIO | 1.250 |
FTR-21:26-STD | RATIO | 1.238 |
FTR-18:22-STD | RATIO | 1.222 |
FTR-19:23-STD | RATIO | 1.211 |
FTR-21:25-STD | RATIO | 1.190 |
FTR-23:27-STD | RATIO | 1.174 |
FTR-19:22-STD | RATIO | 1.158 |
FTR-21:24-STD | RATIO | 1.143 |
FTR-24:27-STD | RATIO | 1.125 |
FTR-19:21-STD | RATIO | 1.105 |
FTR-24:26-STD | RATIO | 1.083 |
FTR-18:19-STD | RATIO | 1.056 |
FTR-25:26-STD | RATIO | 1.040 |
FTR-24:24-STD | RATIO | 1.000 |
FTR-25:24-STD | RATIO | 0.960 |
FTR-26:24-STD | RATIO | 0.923 |
FTR-27:24-STD | RATIO | 0.889 |
Socket | - | SK-1175-C |
Reaction Bar | - | SK-1427 |
Pinion Setting Jig | - | SK-1709 |
Bearing Puller | - | SK-1714 |
Comb Tool | - | SK-1716 |
Pinion Setting Tool (6 Speed) | - | SK-1913-A |
FTR Tripod Removal Kit | - | SK-2025 |
Slide Hammer Kit | - | SK-2025-A |
Pinion Spanner | - | SK-247 |
Fork Setting Jig (6 speed) | - | SK-2602 |
Fork Setting Jig (5 speed) | - | SK-2603 |