SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST

FOR HEWLAND F3B GEARBOX

HEWLAND ENGINEERING LTD, WALTHAM ROAD, WHITE WALTHAM,

MAIDENHEAD, BERKSHIRE, SL6 3LR, ENGLAND
TELEPHONE + 44 (0)1628 827600 FAX + 44 (0)1628 829706
e-mail: sales@hewland.com
Hewland Engineering Ltd 2011 www.hewland.com
1 Last Revision: 7/1/2014
 CONTENTS

Page Page

Technical Specification 4 Differential Setting 15

Recommended Torque Settings 5 Differential locking percentages 16

General Notes 6 Illustrated Parts List 17-26

Differential Bearing Preload 7 Part Options 26-33

Pinion Shaft Setting 8 Parts List 34-36

Crownwheel and Pinion Backlash Setting 9 Tooling Illustrations 37

Fork Setting 10 Technical Bulletins 38

Changing Gear Ratios 11 Manual Modification History 39

Gearbox Assembly 12

Powerflow Differential 14

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 ILLUSTRATIONS
Description Page Description Page

Fig. 1 Differential bearing preload 7 Fig. 13 Selection (8 POSITION MANUAL)

23
Fig. 2 Pinion Shaft Setting 8
Fig. 14 Differential assembly 24
Fig. 3 Crownwheel and backlash setting
9 Fig. 15 Input shaft assembly 25
Fig. 4 Fork Setting 10
Fig. 16 Tripod optional extras
Fig. 5 Powerflow Differential 27
14
Fig. 6 Differential Setting Fig. 17 Lightweight tripod options 28
15
Fig. 18 Low friction bearing options
Fig. 7 Ramp orientation 29
16
Fig. 19 Selection (8 POSITION PNEUMATIC) 30
Fig. 8 Casings and associated parts 18
Fig. 20 Lightweight forks and hubs
Fig. 9 Output assembly 19 31

Fig. 10 Reverse idler assembly Fig. 21 Selection (7.5 POSITION MANUAL) 32

20

Hewland Engineering Ltd 2011 3 Last Revision: 7/1/2014

 TECHNICAL SPECIFICATION
The F3B gearbox is a transaxle unit, designed for mid-engined, rear wheel drive cars. It is produced with six forward gears, reverse
and a differential.

The manual gear selection mechanism is sequential, with separate mechanically actuated reverse and neutral baulking mechanism.
The gear selection order is RevNeutral1st 2nd 3rd 4th 5th & 6th.

Semi automatic selection is sequential, with NO reverse or neutral baulking mechanism. The gear selection order is RevNeutral
1st 2nd 3rd 4th 5th & 6th

The drive is taken from the engine via the clutch shaft, which turns input and pinion gears to drive the final transmission assembly.

Gear changing is effected through non-synchronising face dogs. An extensive range of gear ratios provides a wide range of gearing
permutations. The gear ratios and differential assembly can easily be changed without removing the gearbox from the vehicle.

Heat treated nickel chrome steel is used to manufacture all gears and shafts. The selector forks are also steel. The gearbox is splash
lubricated. An external oil pump can be used to cool the gearbox oil. Oil inlet and outlet positions are provided on the casings (see
notes on figure 8, p18 and figure 11, page 21).

In general configuration, the F3B gearbox is a high tech racing transaxle unit which achieves the maximum effective use of power, in
conjunction with extremely stiff integral rear suspension mounting and crash structure mounting flange or wing mounting.

Weight: 41kg Maximum Gear Ratios from: 3.17:1 to 0.89:1

Oil type: SAE 80 or 90 Final Drive Ratio: 12:34 (2.83:1) or 12:38 (3.17:1)
Gearbox Oil Quantity: 1.75 litres Clutch shaft made to customer requirements.
Engine Oil Tank Capacity: 8.2 litres
Engine Oil Catch Tank Capacity: 2.2 litres

MANUAL GEAR SELECTION

Up shifting is effected by moving the gear shift rod in a forwards direction. For Downshifting the opposite is necessary. Shifting down
into either neutral and into reverse is prevented by a baulk plunger. The plunger operating cable must be pulled before such a shift
can be made.
Hewland Up shifting
Engineering is as for any other gear as it does not require
Ltd 2011 4 the plunger cable to be pulled. Last Revision: 7/1/2014
 RECOMMENDED TORQUE SETTINGS
General nut and bolt torque settings:-

Specific nut and bolt torque settings:-

(Where Specific nut and bolt details are a similar size to General nut and bolt details, the tightening torques listed in
this section must be adhered to for these components.)

Pinion Bearing nut torque = 150 lbs.ft (205 Nm)

Pinion Shaft nut torque (6 speed) = 75 lbs. ft (100 Nm)
Crownwheel bolt tightening torque = 75 lbs.ft (100 Nm) (Loctite and Lockwire must also be applied to these
bolts.)
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 GENERAL NOTES
a) Read these instructions carefully and with reference to the illustrations.

b) Before dismantling the gearbox, see that a clean tray is available, in which to place the parts.

c) Thoroughly clean and inspect all parts before reassembly. Discard any worn or damaged components and replace
with new ones.

d) Use only genuine Hewland parts as replacements. These are manufactured in our workshops to the fine tolerances
necessary and are rigorously inspected.

e) Always ensure that locknuts, and oil seals are in good condition when reassembling.

f) All studs and screws must be Loctited or wirelocked in position, unless stated otherwise

g) Bearing Replacement :-
Bearings can only be removed or renewed if the casings have been warmed in an oven, or with a blowlamp. In the
latter case, keep the blowlamp moving while heating the casing.
NB. Do not overheat. Test with a spot of water which will bounce off at the correct temperature. Once a casing is
heated, all bearings should be pressed into their respective seatings without delay, thus eliminating the need to
reheat. At the correct temperature, fitting the bearings should present no difficulty.
During cooling, or when the casings have cooled, it is advisable to once more lightly press the bearings to ensure
that they are correctly seated.

h) Oil:
Fill the gearbox through the oil filler hole on top of the rear casing. The oil will find it's own level within the gearbox.
NB. Too much oil will not directly cause any harm, but is undesirable as it will induce power loss and overheating of
the internals.
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 DIFFERENTIAL BEARING PRELOAD

When replacing bearings or differential, use the original shims (53) as

a guide to the amount of shim thickness required. Fit the outer races
of bearings (8) to the maincase and side cover.

Fit the inner races of the bearings to the differential case. Offer up the
differential assembly to the maincase and fit the sideplate.

Adjust shims (53) as necessary to achieve 0.012/0.015 of

axial preload.
To measure the axial bearing preload, fit the differential, bearings,
spacers and shims into the maincase then lightly tighten the sideplate
in place using the sideplate nuts. Rotate the differential at least 3
turns in order to ensure the bearings are seated correctly, then slack-
en the sideplate nuts. Evenly spin the sideplate nuts down until they
are finger tight (3-4 lbs.ins) against the sideplate. Check that there is
an even gap between the sideplate and maincase. This gap can be
measured and the value used as the bearing axial
preload.

A torque to turn the differential of 4/6 lb ft (5.4/8.1Nm) can be used as

a guide (with bearings oiled), though this should not be used as a set-
ting dimension.

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 PINION SHAFT SETTING
PINION SETTING
Requires
Requires special
special tool
tool No.SK-1709
No.SK-1709 & SK-247

Press the pinion head bearing (163) onto the pinion shaft (99). Fit shim (104) into the maincase (42) and secure with pinion
Press
bearingthenutpinion
(126).head
Usebearing (57) front to
socket (SK-247) inner racethe
tighten onto the pinion
pinion shaft
bearing nut (29).
to theFitcorrect
the bearing
torquehousing
(see page(57)5).
and shims
Slide (59) (65),
spacer into
the
hubsmaincase,
(32) (64), and secure
bearing innerwith washer
tracks (62) and nut. Use
and pinion tail socket
bearing(SK-247) to tighten
(4) onto the the pinion
pinion shaft. bearing
Secure using nut
the to the correct
pinion shaft nuttorque
(66).
(see page 7). Assemble the pinion shaft into the maincase (16), add the pinion head bearing rear inner
Tighten the pinion shaft nut (66) onto the pinion shaft to the correct torque setting (see page 5), using the splined socket race, spacer, hubs and
and
bearing
reaction inner
bar. tracks, pinion tail bearing and pinion shaft nut. Tighten the pinion shaft nut (71) onto the pinion shaft to the
correct torque setting using the splined socket and reaction bar.
Fit tool SK-1709 into the maincase differential bearing bore, and use feeler gauges to measure the gap between the tool and
Fit
the tool SK-1709
pinion into the clearance
front face.This maincase diff bearing
should complybore,
withand
the use feeler gauges
dimension indicatedtoon measure the shaft
the pinion gap between
label (alsotheetched
tool and the
on the
pinion frontofface.This
front face clearance
the pinion should
shaft), and can comply with the
be adjusted by dimension indicated on
adding or removing the (104)
shims pinionfom
shaftbehind
label (also etchedhead
the pinion on the front
bearing
face of the
housing (163).pinion shaft), and can be adjusted by adding or removing shims (59) from behind the pinion head bearing housing
(57).
Alternatively, the pinion mounting distance can be measured with a height gauge, and set to the dimension on the pinion shaft
Alternatively,
label. the pinion mounting distance can be measured with a height gauge, and set to the dimension on the pinion shaft
label.
Notes:
Notes:
1 It is not correct practice to replace a pinion
1 It is not
shaft correct
without practice to
measuring replace
the settingadistance,
pinion
shaft
even without measuring
if the old and newthe setting distance,
shafts
even if the old and new
have the same calibration. shafts
have the same calibration.
2. The fork setting should always be checked
2. The
afterfork settingorshould
replacing always
re-shiming thebepinion
checked
head
after replacing
bearing. Failureortore-shiming
do so maythe pinion
result head
in poor
bearing. Failure to do so may
shift quality, and damaged parts.result in poor
shift quality, and damaged parts.

FEELER GAUGE DIMENSION

FIGURE 2
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 CROWNWHEEL AND PINION BACKLASH SETTING
Requires special tool No. SK-1913-A

Ensure the pinion shaft, differential assembly and sideplate are

fitted and the correct differential bearing shims ascertained (see differential
preload). Actual backlash can then be measure by means of a dial test indi-
cator against the relevant crownwheel and pinion ratio mark etched in the
face of tool SK-1913-A.

Take at least 6 backlash readings, turning the crownwheel 30-45 between

each reading. This ensures that any variation due to manufacturing
tolerances are taken into account. The backlash variation from manufacture
will be logged on the pinion ticket supplied with each crownwheel and pinion
set.

The correct minimum backlash figure should be taken from the pinion setting
ticket supplied with the ratio set. Also shown will be a plus allowance for max-
imum backlash. This should be measured at the tightest point of gear mesh.
If the measured backlash is incorrect, it can be rectified by removing some
shims (53) from behind one of the differential bearings. The same amount of
shim must then be inserted behind the other differential bearing, therefore
moving the differential across the maincase without changing the preload.

Note: Generally 0.001 of crownwheel axial adjustment equates to 0.0008

modification in gear set backlash.

Note: Dummy bearings can be used to ease the shim change during the
setting procedures. However, before fitting the actual differential bearings, it
is important to compare their width with that of the dummy bearings and
compensate the shim thicknesses for any difference. Carry out a final check
once the actual bearings are fitted.
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 FORK SETTING
The F3B fork setting procedure involves moving the hubs along the pinion shaft by means of a spacer.

This fork setting procedure must be carried out each time the pinion head bearing (163) is replaced or re-shimed.

A) Assemble the entire selector rack, barrel, and detent assembly into the maincase.

B) Slide the fork setting spacer (65), hubs (32) (64), clutch rings (69), selector forks (88), and bearing inner tracks (62) (63)
into position on the pinion shaft (99), and secure with the pinion shaft nut (66).

C) Engage the selector forks into the barrel (34) (use special tool SK-1716) and slide the selector rail (63) through the forks
to engage the maincase (42).

D) Rotate the barrel to engage reverse or neutral. Measure and record the gap between the dogfaces of all gears. Any
difference between the dog gap measurements must be averaged out by replacing the fork setting spacer with one of
the correct thickness.

Note: It is not possible (or necessary) to individually adjust each fork.

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 CHANGING GEAR RATIOS
A) With a drip tray placed beneath the gearbox, remove the nuts from the rear cover studs, tap the bearing carrier (43) to break
the seal and drain the oil.

B) Remove the bearing carrier.

C) Remove the circlip (20) and locking ring (67), then undo the pinion shaft nut (66). Withdraw the selector rail (33) about 3/4
until it becomes disengaged from the maincase (42), then move it to the left to disengage the selector forks from the barrel

D) Remove the selector rail, followed by the gear pairs and other components.

E) Ratios can now be changed. All ratios are supplied in matched pairs: one for the mainshaft and one for the layshaft (23).
Each gear is marked with two sets of numbers. The first of the numbers indicates the number of teeth on the input gear; the
second of the numbers indicates the number of teeth on the output gear. Both gears in each pair are marked in an identical
manner. It is essential that gears are correctly paired by these numbers.

Note: On all 1st (and some 2nd) gears, the teeth are machined integral to the layshaft. Therefore if a 1st or 2nd ratio
change is required, the layshaft itself must be replaced. It is advisable to clean and inspect all components which are to be
used again before refitting. Check for wear or cracks; particularly to the clutch rings and dogs. Also examine the selector
forks for heavy or uneven wear or discolouration.

F) Reassembly is the reverse of disassembly. Take care when refitting the gear cluster into the maincase, to ensure location of
the layshaft into its front bearing (6). [Some mechanics find assembly easier if the layshaft bearing inner track is pre-fitted in-
to the bearing rather than onto the end of the layshaft]. Special tool SK-1716 Is available to help align each selector fork
with its groove in the barrel. Slide the selector rail forwards to engage in the maincase. Check that all of the selector forks
are correctly located in the barrel.

Please note that the order of the gear ratios from the pinion head end are 1st, 2nd, 6th, 5th, 4th and 3rd.

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 GEARBOX ASSEMBLY
It is assumed that all bearings, oil seals studs and dowels are already fitted into the casing.

Slide the rearmost tophat (72) bush into place in the maincase (42), then slide it rearwards as far as it will go. Push the other
tophat bush (72) into place in the maincase. Press the bearing (103) into the reverse idler gear (71), slide the sleeve (73) into
the bearing and position the gear between tophat bushes. Apply loctite to the retaining bolt (141), tighten into place and lockwire.

Fit the pinion shaft (99) and head bearing assembly (163) to the maincase.

Press the dowel (165) into the maincase. Assemble the detent arm (134), trunion (80), washer (05) and spring (135) into the
maincase and secure with screw.

Position the pawl (147) into the selector rack slot and press the pin (21) into place, ensuring that it isn't left protruding outside the
rack outer diameter. Slide the washers (77), spring (149) and sleeve (78) onto rack, and secure with circlip (16). Carefully fit the
rubber seal (129) onto the rack (76), taking care that it sits squarely and not twisted in its groove. Oil liberally and slide the rack
into the maincase. Ensure that the rack is free to slide back and forth in the maincase as excess friction here may cause shift
problems during service.

Hold the detent arm against its spring with a pair of pliers. Using a thin rod or stiff wire, push the free end of the pawl upwards in
the maincase. Hold it there whilst sliding the barrel (34) into place before securing with the circlip (20).

Slide the plunger (148), spring (1) and washer (46) into the selector rack and secure with circlip (15). Fit the o-ring (130) to the
selector rack stop (38) then slide the rack stop into the casing and secure with screws (145).

Assemble the bell crank (79), bearings spacer (15) and washers (116) to the maincase and secure with bolt (107). Note: Select
shim washers (160) of a thickness so as not to load the casting lugs when tightening the bolt as this could cause damage to the
casting. Ensure that the selector operates smoothly in both directions and self returns to its normal position.

Add the baulking plunger (55), o-ring (127), spring (150) and cap (56). Note: when installing the gearbox in the car, the baulk
release cable length should be adjusted so that the baulking plunger is held clear of the barrel when a forward gear is selected.

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 GEARBOX ASSEMBLY

After adjusting the differential bearing preload and crownwheel backlash (see pages 7 & 9), oil the taper roller bearings (8) then
load the differential assembly (see page 24) in through the sideplate bore. Add the sideplate and secure with nuts (123).

Slide the spacer (65) and reverse hub (64) onto the pinion shaft (99). Assemble reverse selector fork (74) onto the reverse pinion
gear (68), then slide them onto the reverse hub. Allow the reverse fork head to rest against the inside of the maincase.

Slide a bearing inner track (62) and bearing (117) onto the pinion shaft. Holding the layshaft in one hand and 1st pinion gear in
the other, insert them both into position.

Add a hub (32), clutch ring (69) and fork (74). Allow the fork to rest against the maincase. Add the bearing inner track (63) and
bearing (117) and slide 2nd gear pair into place.

Add another bearing (117), and slide 6th gear pair into position. Add the next hub, clutch ring, bearing inner track and bearing to
the pinion shaft. Slide the spacer onto the layshaft then add the 5th gear pair. Repeat for 4th and 3rd gear set.

Slide the remaining selector forks (74) onto their clutch rings. Insert the selector rail through all the forks, and engage it into the
maincase. Special tool SK-1716 Is available to help align the forks with the tracks in the barrel.

Add the thrust washer (120), bearing inner race (4) and nut (66) to the pinion shaft. Tighten the nut to the correct torque setting
(see page 5) then fit locking ring (67) and secure with circlip (20).

Add the bearing inner tracker spacer to the layshaft (23), and fit the bearing inner track into the rear cover. Position the rear cov-
er and secure with nuts. Check that all gears are selectable, and that the bell crank returns freely to its rest position after each
shift. Note: The layshaft is located between its two bearings and must be preloaded with a spacer. This means the shaft may be
a little stiff to turn when the gearbox is cold.

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 POWERFLOW DIFFERENTIAL
This powerflow differential unit is designed with versatility as its major asset. Many factors will contribute to the settings required. A car with
good traction and low power may require a completely different arrangement to that of a car with poor traction and high power.

There are 10 friction plates within the unit 4 splined to the diff casing, and 6 splined to the side bevel gears. Slip limiting is dependant on
the friction resistance between these plates, and is affected by clamping the plates together. Four factors contribute to the total friction

1 The side bevel gears thrust apart to 3/ The second adjustable factor is how

clamp the plates as they transmit
the driving power. This is a feature
of the gear geometry, and is not
adjustable.
2 The ramp angles cut on the side
ring gears have an effect on how
much of the transmitted torque is
converted into sideways (clamping)
force onto the plates. For example,
on the drive side ramp, 45 degrees
transmits less sideways force than
30 degrees. Likewise on the coast
side ramp, an 80 degree angle will
transmit little or no clamping force
onto the plates, whereas a 45
degree angle will transmit a much
Greater angle transmits
greater force. Side ring gears are
available with many different drive/
coast ramp angle combinations.
Hewland Engineering Ltd 2011
Direction of Car
tightly the plate stack is compressed
Direction of
on assembly (known as static
Clutch Plates force on plates
preload). Included in the plate stack is
a preload spacer. The preload torque
Core Plates Preload Spacer is measured between the side bevel
gears, by holding one side bevel gear
stationary, and measuring the torque
required to turn the other using tools
SK-1710-A & SK-1710-B. When the
diff is assembled, the preload torque
must be at least 10 lbs.ft, but can be
much greater if required. New plates
Planet Gear run in so a higher preload is advised
than with used plates. To assist in de-
6 Working Faces Right Hand Side termining the size of the preload
per Side Bevel Gear
spacer
Right Hand Side set up shims may be used. They are
less thrust onto plates Ring Gear available in 5 different sizes,
.003 .005 .008 .010 .015
4/ The final adjustment is simply to re-
FIGURE 5 order the plate stack so as to change
the number of relatively rotating
faces. The diagram shows the stack
setup with the maximum 12 working
faces. Standard stack may be
14 shuffled toLast Revision:
give as few 7/1/2014
as 2 working
faces.
 DIFFERENTIAL SETTING
FIGURE 7
The differential base preload is set by adjusting
the thickness of the preload setting spacer (46). RAMP ORIENTATION

Increasing the spacer thickness creates a higher

preload on the plates, in turn giving a higher
minimum base locking percentage.

FIGURE 6

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 DIFFERENTIAL LOCKING PERCENTAGES
The table below can be used to compare different ramp & plate configurations.
The percentage given is the locking torque capacity of each configuration, ex-
pressed as a percentage of the locking capacity of a 30 ramp with 12 working
plate surfaces.

DIFF LOCKING % DUE TO RAMP ANGLE AND FRICTION FACES

RAMP
NUMBER OF FRICTION FACES
ANGLE 2 4 6 8 10 12
20 24% 48% 72% 96% 120% 144%
25 20% 39% 59% 79% 98% 118%

30 17% 33% 50% 67% 83% 100%

45 11% 23% 34% 45% 57% 68%

50 10% 20% 31% 41% 51% 61%

55 9% 18% 28% 37% 46% 55%

60 8% 17% 25% 33% 41% 50%

70 7% 13% 20% 27% 34% 40%

80 5% 11% 16% 21% 27% 32%

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 ILLUSTRATED PARTS
LISTS

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 CASINGS & ASSOCIATED PARTS

FIGURE 8

NOTE:
THIS BOSS
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 OUTPUT ASSEMBLY
NOTE: THIS BOSS CAN BE DRILLED AND
TAPPED TO ALLOW ACCESS TO THE ADJUSTER FIGURE 9
SCREW WHEN RUNNING AN ADJUSTABLE
DIFFERENTIAL.

TIGHTEN BOLTS TO THE SPECIFIED

TORQUE WITH LOCTITE 270 AND
LOCKWIRE

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 REVERSE IDLER ASSEMBLY AND MAGNETS

FIGURE 10

LOCTITE AND
LOCKWIRE

ONE MAGNET EITHER SIDE

OF BUCKHEAD
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 LAYSHAFT ASSEMBLY

FIGURE 11

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 PINIONSHAFT ASSEMBLY

FIGURE 12

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 SELECTION (8 POSITION MANUAL)

FIGURE 13

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 FTRL DIFFERENTIAL ASSEMBLY
FIGURE 14

LOCKWIRE

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 INPUT SHAFT ASSEMBLY

FIGURE 15

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 PART OPTIONS

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 TRIPOD GAITOR ASSEMBLY (STD TRIPODS ITEM NUMBERS 60 AND 61)

FIGURE 16

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 LIGHTWEIGHT TRIPOD AND GAITOR OPTIONS

FIGURE 17

FOR RUBBER GAITOR

AND CLIP, SEE ITEMS
101 AND 102.

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 LOW FRICTION BEARING OPTIONS

FIGURE 18

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 SELECTION (8 POSITION PNEUMATIC)

FIGURE 19

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 LIGHTWEIGHT FORKS AND HUBS
FIGURE 20

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 SELECTION (7.5 POSITION MANUAL)

FIGURE 21

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 SELECTION (7.5 POSITION PNEUMATIC)

FIGURE 22

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 PARTS LIST

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 PARTS LIST

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 PARTS LIST

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 TOOLING

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 TECHNICAL BULLETINS

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 MANUAL MODIFICATION HISTORY
DATE
19-09-2011 Diff Locking comparison table updated
03-10-2011 P37 - Seal Assy tool SK-2240 added
18-10-2011 P34 - Items 22 and 24 changed from F3B to FTR ratios
26-10-2011 Item No corrections
31-10-2011 Page 15, Figure 6 image mirrored to show correct orientation
16-11-2011 Page 4 updated to show gearbox weight and correct oil quantity
24-07-2012 Page 19 - Item 60 changed to Item 61 and Item 61 changed to Item 60
17-10-2013 Page 33 - Item 149 corrected to Item 151.
07-01-2014 Page 36Item 134 was PCT-260-2

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