Specifications

GEARSHIFT COVER AND DIFFERENTIAL ASSEMBLY
In conjunction with this gearbox a revised
gearshift mechanism has been developed
ensuring precision gearchange characteristics and
better durability.
The standard gearshift cover assembly is
replaced by a modified assembly supplied as a
complete unit. This is a heavy duty construction,
and is compatible with the redesigned
gearchange linkage.
DIFFERENTIAL ASSEMBLY
PROCEDURE
Alternative final drive ratios in heavy duty form
and a six-pack limited slip differential assembly
have been fully developed for use in conjunction
with this gearbox unit.
The increased size of this crown wheel does
not allow sufficient space to retain the
speedometer drive gear. The limited slip
differential is supplied fully assembled and is pre-
set to give approximately 75% lock-up. This
figure has been determined by extensive rallying
experience with the model and gives good
traction characteristics, yet remaining easy to
drive.
There is scope within the limited slip unit
for this figure to be altered, by alternative shim
configuration, but would suggest that the 75%
figure will more that satisfy the needs of the
majority of drivers.
Assembly of this differential unit to the
crown wheel follows the normal service
procedure for the Nova/Corsa model.
Don't forget the general rule that if the donor
transmission has already covered a considerable
distance, rebuild with new bearings. If in doubt,
fit new.
I MPORTANT PLEASE NOTE: This heavy
duty differential assembly CANNOT be FITTED
to, or REMOVED from the differential housing
until the gearbox assembly is withdrawn from its
casing by a minimum of 5mm.
DRIVESHAFTS
To transmit the extra power developed by the
engine in Group A trim, it has been necessary to
design and develop special heavy duty
driveshafts. These are fitted with much larger
constant velocity joints and special drive flanges
running in larger diameter wheel bearings. These
shafts are capable of handling the torque from
the 2-litre engine, so the competition life in this
application is considerably improved.
The driveshafts must be fitted in accordance
with workshop procedures for the standard car.
GEARCHANGE MECHANISM
Three `Apex' joints, shaped connecting rod, long
straight shaft, short hollow shaft, shaft support
bearing and housing, gearchange lever assembly
and joining block are supplied. This is a
complete assembly and can only be used as such.
ASSEMBLY PROCEDURE
This can only be fitted in the first instance,
AFTER the engine and gearbox have been
installed. Attach the shaft support bearing and
housing to the forward mounted bracket
previously welded into place during the
bodyshell preparations. Fit one `Apex' joint
between the short shaft from gearshift cover and
one end of shaped connecting rod. The long
straight shaft should be lightly lubricated and
positioned through the hole in the centre tunnel,
through the forward positioned spherical bearing
and finally connected to the shaped connecting
rod using another `Apex' joint. The gearchange
lever assembly can now be joined to this straight
shaft using the remaining `Apex' joint and the
short hollow shaft which slides over the end of it.
This forms a sliding joint for gearchange
adjustment purposes, and can be firmly fixed in
the desired position using the clamping block.
BEFORE MARKING OUT where the
gearchange assembly is to be attached to the
centre tunnel, the gearbox should be placed in
NEUTRAL gear position, the gearchange in
NEUTRAL position and the sliding joint
provisionally clamped in mid position. With the
gearchange assembly firmly attached, check the
availability of the six gears.
Any final
adjustments to the linkage can be made by first
slackening the four bolts on the sliding joint
clamping block, this will then allow the lever to
be repositioned.