BGH Heavy Duty Gearbox

Whilst fairly happy with the standard gearing and setup, I was concerned that I was pushing far more power and torque through the standard Sierra Type-9 gearbox than it was ever designed for. I also had an issue with needing to replace the front oil seal as it was leaking a small amount of oil.

The solution to both issues was to have the gearbox rebuilt using heavy duty internal components. Many suppliers will happily sell a Quaife heavy duty gearbox, but even as an exchange unit with VAT these are around £1250-1500 which is a lot of money. Dad was also interested in upgrading their gearbox. Like me, he was pretty happy with the standard ratios apart from first gear which was really far too short for use on cars like ours. The standard 5th gear is an overdrive gear, but as a lot of the driving Dad does in his car is touring, it made sense to keep this standard.

Following advice and recommendations, I gave Brian Hill at BGH Geartech a call. After a short chat, we decided that the heavy duty BGH E2 Sierra 2.0 Long First was the gearbox to have and the price for two gearboxes was to be £1,000.00 (i.e. £500.00 each) including VAT.

The table below shows the differences in the ratios between the standard gearbox and the BGH E2.

Gear Standard BGH E2
Long First
1st 3.65 2.98
2nd 1.97 1.97
3rd 1.37 1.37
4th 1.0 1.0
5th 0.82 0.82

We were very impressed with the service we received fron Brian and the two gearboxes were turned around within a week, despite being told it may be up to four weeks for the work to be completed. When they came back, the main cases had been shot blasted and the steel parts painted, all internals replaced and all gaskets and oil seals replaced. They looked almost too clean to go back into the car!

BGH Gearbox with Aluminium Bell Housing
BGH Gearbox with Aluminium Bell Housing

In addition to replacing the gearbox, we felt the Tiger gear remote setup could be improved.

The supplied design consisted of two bars between the remote gear lever and a modified stubby gear lever on the gearbox and generally worked, but the movement felt a little sloppy and imprecise. A far better engineered solution turned up in the guise of the Westfield gear remote. This attaches to the standard gearbox selector mechanism and replicates this around 9" further back in the car.

Westfield Gear Remote
Westfield Gear Remote

A down side of using the Westfield remote was the use of the standard Sierra gear lever and the fact that it has such a long throw. As always, there is more than one solution to the problem. It is possible to convert the standard gear lever into a quick shift gear lever by dismantling it, moving the fulcrum point and using some nuts to space it from the selector mechanism. However, we opted for the Rally Design quick shift gear lever kit. This came with a machined aluminium spacer and appropriate parts to modify a standard gear lever.

Rally Design Quick Shift Kit
Rally Design Quick Shift Kit

There is a minor problem when using the Rally Design quick shift and the Westfield gear remote in the the reverse stop no longer functions correctly. This isn't a fault with either item as either works perfectly well on their own.

The standard Sierra gear lever has a curved flange. On the Westfield gear remote, this flange sits on top of a flat plate and the reverse stop works correctly. With the Rally Design quick shift, the machined spacer sits inside the flange and on the Type-9 gearbox the reverse stop again works correctly. When using both together, with the machined spacer sitting inside the flange on the gear lever this effectively moves the reverse stop on the gear lever down by 2-3mm causing it to miss the reverse stop on the gear remote. The solution is simple and consists of cutting down the spacer tube that goes on the gear lever shaft by the depth of the flange and all works fine.

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