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Seems to be a lot of people who have to do things wrong in order to learn how to do it right.

Should add we are under total fire ban down this end of country, 180 deg from what folk in Auckland are dealing with.

No, 100 + miles down the road. Temp here today just over 30 deg. Warnings of thunder storms in evenings, bot have not happened here yet.

Almost too dry in Q/town Ryan.

All good here down the bottom of the country, could do with some rain actually.

Thankyou, great read, frustrating run for the car owners, drivers. Makes me wonder if expansion of the cases migh play a part, but they seem to sugest the teeth were marked like that before fitting. Mag cases do seem to 'grow' in service.

Yes Sir, if you can add anything! Sorry to bother you if Im barking at a wrong tree!! I might be slightly off course...happens a bit these days.

Being me Im always interested in anything T44 related.... In this info it states the failures of the T44 wee due to improper heat treatment of the input shafts.... Im sure Ive seen reference to them failing due to a dual seal arrangement that meant no lubricant reached one point on the shaft &...

FWIW I do not use much if any of those restrictors. I usually end up fitting new cam bearings and in doing so offset #2.3.4 so they act as a re- strictor. There is no point in having anything at #1 and #5 is more useful with full flow as you will see shortly. Cleaning up the drainage hole from...

There are three at the back, one for each lifter gallery & one for the rear of the main oil gallery, there is verticle gallery from rear of valley down thru RH lifter gallery to rear of main gallery.Later dart & SVO blockshave revised size & position of these with some additional drillings for...

I think you bring up a very important point Andrew... quite simply because the 930 seems to be so strong and very few if any failures it gets very little 'air time' here on the forum. Something that others could learn from. In the GT40 replica case most trans will have had some previous use as well

Perhaps its time to stop all the cheating and make everyone use engine parts that produce 1966 power levels along with tire sizes and compound as used in the day. No, never work would it.... cant believe I just wrote this..

With all this discussion, the much vaunted T44 only has a ~8'' Ring gear and the torque figures were less than those being quoted here for ~302 cu in. They were expected to go for 24 hr's and in the winners case usually driven in a manner that would make sure that happened.

Brian in post #170 has it right, the internal splines in the sliders will have a taper cut to pull it into gear, it is not wear so much as a 'plastic' deformation of the dogs on the gear to match with the taper in the slider. Grinding the parts to remove the pushed up area's was quite common...

If the G50 was to survive where the ZFQ failed it would sugest that the latter's case/housings have some design/strength issues.

Question Warren... The first time it broke was any research done to check the housing in the areas that have now failed looking for an issue that might have been inherent in the castings & if so the problem was always there. I work on a lot of stuff here in NZ and some of it is Pfitzner, Jerico...

Do you have an extra oil feed to the rear oil gallery via the cutaway portion of bell housing at top?

BUT.. Its going to be injected, assume that each 'barrel' can be sleeved to to maintain airspeed in smaller capacity applications, look at the constant flow stuff like Hillborn etc, IIRC the butterfly is around 2.375" or so in dia. Ford pushrod Indy ran 58's. Most road car's run a reasonably...

I'd be more inclined to use the 'unobtainium ' 58mm IDA' as a basis for this project. Supposed to be the holy grail among the Weber fraternity.