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My bugeye is bent
- Thread starter bugedd
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smaceng
Jedi Knight
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I took a look with pictures of the BE at the Pick n Pull on Sunrise Blvd. in Rancho Cordova, CA. Very, very rough, would require a lot of work to use the frame. There is a 1100 engine (no accessories) and a smoothcase trans with rear axle and diff. Front suspension is there, but no front brakes.
Scott in CA on 3-16-2011
PM me if you want more pics.
Scott in CA on 3-16-2011
PM me if you want more pics.
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bugedd
Jedi Knight
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Alright, looks like I found a good shell, doors, and bonnet for a good price thanks to one of the members here. Now to get it to my friends restoration shop ( fullcircleresto.com ) for panel fitment, rotisserie abrasive blast, and epoxy primer to seal it up. Then let it sit until I can paint it and do a ground up resto. Until then, I will drive the crooked car and enjoy it for what it is. I am rebuilding the trans now (anyone have a spare, good reverse gear for a ribcage?) and will put it back together in a month or so.
Having positive thoughts over here, even with the demise of my tub. Maybe when I am done with it someone will want to cut it up and make a race car out of it. Or maybe the scrap metal recycling place will give me a good price for it
Having positive thoughts over here, even with the demise of my tub. Maybe when I am done with it someone will want to cut it up and make a race car out of it. Or maybe the scrap metal recycling place will give me a good price for it
Hap Waldrop
Yoda
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Mike Miller makes a excellent point, about the curvature of the front frame rails, I once owned race car that the knucklehead before me thought this was flaw and had a frame shop to flatten out/straighten the frame rails, only to have to take it back and have the curvature put back in, the curvature is how the factory set the castor, so if you take that away, you'll have weird handling Spridget. Most people that own Spridgets never even notice this, but it's there. You frame man needs to be aware of this !
bugedd said:
For whatever it is worth, my Brit pro rebuilder won't mix used gears from multiple boxes as the wear patterns aren't match leading it iffy service life. Hes always coached me that new gears are cheap compared to the cost/time/effort of having to pull it out and doing it all over again.
YMMV.
Spridget64SC
Jedi Trainee
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Used Rib/Waffle case gearbox gears in decent shape are getting harder and harder to come by. Since the reverse gear arrangement (along with 1st) in these gearboxes is a "crash" engagement, no synchro, and straight cut, I don't think there is any real concern with a "wear pattern" The front edge of these teeth get battered pretty badly by impatient engagement. Occassionally I find the teeth on the laygear and the 1st gear wheel worn from actual engagement, but not as often as the teeth just being gone from "crashing" the gears. The inside "dog-teeth" which engage 2nd and are "synchronized" with the actual 2nd gear also are frequently worn.
Reverse gears 22G240/22G1114 are available as new. Moss shows them for less than a B-Franklin. Good used ones are also available. I'd sell one for $30 + S&H.
FWIW, having built literally hundreds of these rib-case gearboxes since the late 70's, I have mixed gears for years. Rarely do I find a problem that is "gear teeth match" related. If the gear has noticable wear on the teeth, it gets tossed. Mostly its synchros, dog teeth or some other issue. Not the main drive/driven teeth other than those for 1st gear. Worn 1st gear teeth are a problem.
HTH,
Mike Miller
Reverse gears 22G240/22G1114 are available as new. Moss shows them for less than a B-Franklin. Good used ones are also available. I'd sell one for $30 + S&H.
FWIW, having built literally hundreds of these rib-case gearboxes since the late 70's, I have mixed gears for years. Rarely do I find a problem that is "gear teeth match" related. If the gear has noticable wear on the teeth, it gets tossed. Mostly its synchros, dog teeth or some other issue. Not the main drive/driven teeth other than those for 1st gear. Worn 1st gear teeth are a problem.
HTH,
Mike Miller
Jim_Gruber
Yoda
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They are really the same. Some minor changes from '58's to later BE's but minor stuff mostly.
Spridget64SC
Jedi Trainee
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There are some transition gear sets from the early 60's and the Morris Minors that won't match up with later stuff. Has to do with the helical tooth shapes and teeth count. Believe me, I've spent many hours checking gears to make as many gearboxes from a truck load from the salvage yard as I could. Did this for about 15-20 years in two different states to the tune of 4-6 gearboxes a month. Hap can relate to my "Transmission Garden" as he likes to refer to it. I have a scrap pile with main-cases and housings beside the barn from many past builds. Old cattle sweet-lick tubs and metal barrels with lots of broken transmission internal bits.
Anyway, There are about 5 or so different part numbers for reverse and 4 or so different ones for the 1st/2nd gear. Some will interchange and others won't. Can't remember where, but someone had a pretty good spreadsheet that identified gear sets, but not much about what matched and didn't match up, if I remember correctly.
Most all the '200' series stuff will interchange with the '1100' series stuff. '200' series stuff is common in the USA to the 1098s and early 1275s. 1100 stuff is mostly 1275s. Most common '200' series gear is the input shaft. 22G229s show up all the way through 1974.
If you come across the very rare close ratio helical cut laygear and input shaft, please let me know. We could do some serious negotiating. These two gears matched up with the stock gears on the main shaft and dropped the ratios by about 10 percent. That would be a really neat piece for SCCA limited prep racing.
Mike Miller
Anyway, There are about 5 or so different part numbers for reverse and 4 or so different ones for the 1st/2nd gear. Some will interchange and others won't. Can't remember where, but someone had a pretty good spreadsheet that identified gear sets, but not much about what matched and didn't match up, if I remember correctly.
Most all the '200' series stuff will interchange with the '1100' series stuff. '200' series stuff is common in the USA to the 1098s and early 1275s. 1100 stuff is mostly 1275s. Most common '200' series gear is the input shaft. 22G229s show up all the way through 1974.
If you come across the very rare close ratio helical cut laygear and input shaft, please let me know. We could do some serious negotiating. These two gears matched up with the stock gears on the main shaft and dropped the ratios by about 10 percent. That would be a really neat piece for SCCA limited prep racing.
Mike Miller