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Even better as it's a percentage gain right from idle all the way to the redline so it'd probably have a similar effect to double that gain from other means. And of course there's the handling benefits.

It'll probably be based on their UN1 LSD internals so that service parts are shared so you don't get a shock if you ever want new plates, etc.

*Should have read Millers, not Silkolene :lol:

Hopefully similar money, but it would be a true limited slip diff - plate type, (with a selection of ramp angles/plate interleave and preload levels available for your specific use) rather than a torsen/quaiffe type. As for oil, either Total BV 75w-80, or Millers CRX NT are both well proven in...

I know a couple of guys were going to use the stronger UN5 gearbox with the Albins final drive in their builds last time I was on, don't know if you actually went through with it but I've been sourcing a custom plate diff for ours, Gripper think they can adapt their UN1 diff but want to know how...

We have no problems shifting a similar UN5 @ 10krpm on the back of a rotary engine - are you using a decent oil? We're running a 75w-90 fully synth from silkolene

I'd be pointing fingers at the heat treater in that case, we use plenty of 930CV's in the off-road rallying world, and they all slide on the splines to allow for the 16-18 inches of travel we have - we've never had a problem with stripping or hammering the splines, the ball races in the outer CV...

Hi Guys, just wondering what those of you running the renault boxes are doing for release bearings, the combination of a 2800lb pressure plate along with mud and sand in the standard bearing unit means we're going through them like nobodies business. Has anyone sourced an uprated or at least...

Personally I prefer a glacier-type sleeve bearing, but each to their own.

Mazda RX8 with a few tweaks.

Nah, that won't worry us, we normal use sequentials in the other cars anyway. To be honest, for what we do, if we could get 2nd a touch higher and bring the rest cloer together, we could do without 1st anyway, the car only weighs 700kg, so it doesn't struggle for bottom end even setting off in...

We're on standard ratio's at the minute, using 255/70 R16's, 10krpm limiter. 1st gear is useless, 2nd's still a touch short really, but 3rd-5th could do with being a touch closer.

That's exactly what we are doing, it's an off-road rally/safari vehicle, we've got phosphor bronze pads behind the crownwheel to stop the flex stripping the teeth off, and the case is strapped with shrink-fit steel banding to keep it from twisting. $2.5K isn't too bad though, I'll have to get...

Yes, we buy a fair few sequential gearboxes from Sadev, they do do parts, but it's for a budget car, so the gearbox would end up being half the car's value!

Stephane, do you do any work on the UN5 gearboxes that the Rallyes TT lads use for off-roading? I'm trying to source a dog engagment setup, some sturdier bearings and a limited slip differential for ours, but getting nowhere at the moment.

I know a lad who has a sleeved down 2L version of this engine, I'll as him what he's running for ignition when I'm in France at the end of the month.

Work fine with a 10.5krpm rev. limit :thumbsup:

Tens of thousands, it's not exactly a small market...

I've been offered a UN1 diff. for a few hundred quid, I've not really looked at the UN1 so I don't know what it's like, but can it be adapted for use with the UN5?

Might be a little difficult to find then :lol: