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| Living the dream: JH W58 5spd | Rating: 
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| Posted: 01-04-2015 05:49 pm |
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21st Post |
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NigelK Member
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I did not know there were versions of the W58 with different gear ratios. Although the R154 box fitted to the Toyota Supra turbo does have a different gear set. What are the ratios on your W58?
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| Posted: 01-05-2015 01:15 am |
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22nd Post |
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jdenglish Member
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I purchased a 2.2 crank, aluminum flywheel, W58 from Conversion Components in New Zealand in 2007 The close ratio gear box was an option. If I can locate the paperwork I might be able to shed some light on the ratios.
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| Posted: 01-05-2015 01:51 am |
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23rd Post |
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DeDub Member 
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Can you tell me what W58 trans you have that you like so well? Or what the donor vehicle was?
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| Posted: 01-05-2015 01:55 am |
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24th Post |
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StevenD57 Member 
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My W58 was out of a late 1980's Toyota Supra.
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| Posted: 01-05-2015 02:03 am |
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25th Post |
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DeDub Member
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Thanks. I'm sure there's plenty of those in my local PickNPull. I just got an email from Colin Dray in NZ saying he can still supply the bell housing, tho he neglected to tell me what it would cost.
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| Posted: 01-05-2015 02:44 am |
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26th Post |
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StevenD57 Member
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Here are the gear ratios that Tim Engel provided me a few years ago for the various transmission options: Elite-Eclat ....... 1st ...... 2nd .... 3rd ..... 4th ..... 5th Ford 4-spd .......3.16 ... 1.95 ... 1.41 ... 1.00 ... N/A dif ratio 4.10 ...12.95 ... 7.99 ... 5.78 ... 4.10 ... N/A dif ratio 3.73 ...11.78 ... 8.27 ... 5.26 ... 3.73 ... N/A << Elite-Eclat S1 Lotus 5-spd ..... 3.20 ... 2.01 ... 1.37 ... 1.00 ... 0.80 dif ratio 4.10 ...13.12 ... 8.24 ... 5.62 ... 4.10 ... 3.28 << dif ratio 3.73 ...11.94 ... 7.50 ... 5.11 ... 3.73 ... 2.98 Elite-Eclat S2.2 Getrag 265 ...... 2.96 ... 1.93 ... 1.39 ... 1.00 ... 0.81 dif ratio 4.10 ...12.14 ... 7.91 ... 5.70 ... 4.10 ... 3.33 << dif ratio 3.73 ...11.04 ... 7.20 ... 5.18 ... 3.73 ... 3.03 Excel Toyota W58......3.285.. 1.894.. 1.275.. 1.00 ... 0.783 dif ratio 4.10 ...13.468.. 7.765.. 5.227.. 4.10 ... 3.210 dif ratio 3.73 ...12.253.. 7.065.. 4.756.. 3.73 ... 2.920 Lotus Talbot Sunbeam Sunbeam ZF .... 3.42 ... 1.94 ... 1.39 ... 1.10 ... 0.80 dif ratio 4.10 ...14.02 ... 7.95 ... 5.70 ... 4.51 ... 3.28 dif ratio 3.73 ...12.76 ... 7.24 ... 5.18 ... 4.10 ... 2.98 Jensen-Healey Mk II 5-spd Getrag 245 ...... 3.37 ... 2.16 ... 1.58 ... 1.24 ... 1.00 dif ratio 4.10 ...13.82 ... 8.86 ... 6.48 ... 5.08 ... 4.10 dif ratio 3.73 ...12.57 ... 8.06 ... 5.89 ... 4.63 ... 3.73 << dif ratio 3.45 ...11.63 ... 7.45 ... 5.45 ... 4.28 ... 3.45 ............ 3.45 = stock JH 5-spd final drive ratio Merkur XR4Ti Ford T9 ........... 3.36 ... 1.81 ... 1.26 ... 1.00 ... 0.80 dif ratio 4.10 ...13.78 ... 7.42 ... 5.17 ... 4.10 ... 3.28 dif ratio 3.73 ...12.53 ... 6.75 ... 4.70 ... 3.73 ... 2.98 ....................... 1st ...... 2nd .... 3rd ..... 4th ....5th Honda ............. 1st ... 2nd ... 3rd ... 4th ... 5th ... 6th S2000 6-spd ... 3.13 ..2.04 ..1.48 ..1.16 ..0.97 ..0.81 dif ratio 4.10 ...12.83.. 8.36.. 6.06.. 4.75.. 3.97.. 3.32 dif ratio 3.73 ...11.67.. 7.61.. 5.52.. 4.33.. 3.62.. 3.02 Mazda Miata from recent Mazda website Miata 6-spd ..... 3.81.. 2.26.. 1.64.. 1.18.. 1.00.. 0.83 dif ratio 4.10 ...15.64.. 9.27.. 6.72.. 4.83.. 4.10.. 3.41 dif ratio 3.73 ...14.23.. 8.43.. 6.12.. 4.39.. 3.73.. 3.10 Mazda Miata 6-spd from http://members.aol.com/solomiata/Drivetrain.html Miata 6-spd ..... 3.76.. 2.27.. 1.64.. 1.26.. 1.00.. 0.84 dif ratio 4.10 ...15.42.. 9.30.. 6.74.. 5.15.. 4.10.. 3.46 dif ratio 3.73 ...14.02.. 8.46.. 6.14.. 4.69.. 3.73.. 3.14 ....................... 1st ... 2nd ... 3rd ... 4th ... 5th ...6th
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| Posted: 01-05-2015 11:17 pm |
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27th Post |
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Jensen Healey Super Moderator 
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DeDub wrote:Thanks. I'm sure there's plenty of those in my local PickNPull. I just got an email from Colin Dray in NZ saying he can still supply the bell housing, tho he neglected to tell me what it would cost. Ha ha! From what I've read, he charges your credit card immediately and then is unresponsive for months and months. When you finally try to reverse the charge, it's too late, so you get to wait some more. He's been using health issues as an excuse. Make sure he has the product in hand before paying any money!
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| Posted: 01-06-2015 01:36 am |
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28th Post |
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StevenD57 Member
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If this guy is as shaky of a person as you are saying then only way for someone not in NZ to do that would be have an assistant in NZ go there with cash and only hand it over when the actual product is produced. That assistant would have to know what a Jensen-Healey or Lotus 907 bellhousing looked like so they would know for sure they were getting the right product.
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| Posted: 01-06-2015 04:08 pm |
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29th Post |
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Jensen Healey Super Moderator
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I don't think Colin is intent on defrauding people, just that he has had some reliability issues. I believe that he would answer honestly if asked. He certainly has provided a nice kit to the community in the past. We do slow down as we inch up in years. It was sad to see Caribou Tops become so unreliable. They made a fine product but the delivery times got unbearable.
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| Posted: 02-21-2015 06:20 am |
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30th Post |
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NigelK Member
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After a great deal of research on other options, I have come to the conclusion that there is no easy way of keeping a Getrag box in my GT while having a proper overdrive 5th gear. So I have decided to install a Toyota W58 box out of a Lotus Excel, in parallel with upgrading the engine to 907/912HC hybrid. I'll retain the original 3.45:1 axle. This raises a further question about the speedo cable. For those of you who have installed the W58 box, did you need a new cable with a different coupling at the gearbox end, and/or to recalibrate the Smiths speedo?
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| Posted: 02-21-2015 06:31 pm |
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31st Post |
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jdenglish Member
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Nigel, The 3:45 rear end IMHO is too tall. I made the W58 conversion and stayed with that ratio. One trip around the block and I went shopping for a 3:73
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| Posted: 02-21-2015 07:07 pm |
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32nd Post |
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NigelK Member
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Hi JD The tall back end remains a concern. I'm hoping that the extra power and torque of the 907/912HC hybrid engine will compensate for the tall gearing. But we'll see. These things are a matter of taste, and I'd prefer my GT to live up to its name as opposed to being an out and out street racer... If I do need to change the back end, I'll probably go for an Atlas axle out of a Ford Cortina / Capri, rather than the Viva HC 3.73:1 axle. The Ford unit is more robust, easier to come by, and parts and different ratio CWPs are widely available. Best wishes, Nigel
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| Posted: 02-21-2015 07:47 pm |
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33rd Post |
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StevenD57 Member
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Nigel What sorts of things will you have done to the bottom end of the 907 when you stretch it to the 2.2L I know LotusBits, Tim Engel and other experts say things like extra dowels on the girdle are a good thing to do so the girdle plate does not move around. The original 907 as used in the Jensen Healey only had two dowels around the main girdle studs to locate it but in later years they increased this number. I think they also went from 6mm studs to 8mm studs around the outside edge if the girdle as well. I could be wrong on this last item though (I.E. the JH 907 motors might have had 8mm studs) Last edited on 02-21-2015 07:50 pm by StevenD57 |
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| Posted: 02-21-2015 08:39 pm |
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34th Post |
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NigelK Member
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Hi Steven LotusBits are doing the conversion, and I'm not sure what (if any) mods Mike intends for the bottom end. He hasn't mentioned any to me. The bottom end of my engine is not the original A74 - a PO replaced it with a late 1975 bottom end from a Lotus Elite. So hopefully it'll be strong enough. But let's see what comes up when the actual rebuild starts next week. Maybe Mike will suggest some bottom end strengthening when the engine is stripped. Today's pleasant "surprise" came when the engine and gearbox were pulled and split, revealing a completely disintegrated spigot bearing, a damaged input shaft, and only 4 properly tightened clutch plate screws. I suspect repairing the input shaft could get rather expensive, so just as well I'm having the W58 fitted! Best wishes, Nigel
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| Posted: 02-21-2015 08:49 pm |
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35th Post |
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StevenD57 Member
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What is he doing about the clutch actuation? The Excel was a hydraulic clutch verses the mechanical cable type on the JH. I used an Excel bellhousing and I had to enlarge the hole for the arm to stick out and locate a pivot pin over on the other side of the bellhousing (on the inside).
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| Posted: 02-21-2015 08:53 pm |
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36th Post |
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NigelK Member
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He's converting the clutch from hydraulic to cable actuation. I can't give you anymore detail, but would be happy to provude photos of the work and pass on questions to Mike. I am not a technical expert - I did not even know what a spigot bearing was before this morning...
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| Posted: 03-22-2015 10:51 pm |
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37th Post |
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Jensenman Member
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I did a W58 in my JH5, the first time I drove it with the 3:45 axle I went hunting for a 3:73. Now that it's in the car it feels much better; 1st through 4th are fine for around town and 5th is much better on the Interstate. I did my swap with a bellhousing from LotusBits, I had the stock J-H flywheel redrilled for a Toyota Celica pressure plate. The spigot bearing was not compatible with the Toyota trans so I made a new one out of bronze Oilite. The clutch release mechanism uses the stock J-H clutch cable and a modified J-H release fork which allows use of a Celica release bearing. The shifter for the W58 was too far forward so I cut the stock shift extension in half and lengthened it, then cut the Toyota shift lever off and welded a J-H lever to the remaining stub. The shifter comes out in the center of the stock tunnel opening and doesn't interfere with anything. Last edited on 03-22-2015 10:53 pm by Jensenman |
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| Posted: 03-23-2015 11:16 am |
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38th Post |
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NigelK Member
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Hi Jensenman Did you have a stock 907 in your JH5? Or had you already upgraded the engine when you decided that the back end was too tall? I am beginning to feel I might need to start looking for a 3.72:1 Vauxhall Magnum cwp set... Best wishes, Nigel
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| Posted: 03-23-2015 10:18 pm |
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39th Post |
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Jensenman Member
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Stock 907 with Dellortos and a Crane ignition. It was pretty obvious on the first test drive the 3:45 rear axle did not allow the car to move out with authority from a dead stop. The 3:73 fixed that.
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| Posted: 03-25-2015 09:02 pm |
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40th Post |
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Jensenman Member
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By the way, about the speedometer cable: I don't know about European transmissions but over here there's a limited number of speedometer gears for the W58. I had to go with (IIRC) a 31 tooth gear, to make that work I had to make an eccentric housing for the speedometer drive. If I use my GPS, the 31 tooth drive gear combined with the 3:73 rear the speedometer reading is within 2 mph of the GPS reading. I then used a Mazda RX7 speedometer cable and put the J-H end on its housing.
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