Hewland
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Company type | Private company |
---|---|
Industry | Automotive |
Founded | Maidenhead,1957 |
Founder | Mike Hewland |
Headquarters | Maidenhead,England |
Area served | Worldwide |
Key people | William Hewland |
Products | Transmissions,Electronic Data Acquisition and Control Systems |
Services | High Performance engineering |
Number of employees | 130 |
Website | Hewland Engineering Ltd. |
Hewlandis a British engineering company, founded in 1957 by Mike Hewland, which specialises in racing-car gearboxes. Hewland currently employ 130 people at their Maidenhead facility and have diversified into a variety of markets being particularly successful in electric vehicle transmission supply.
Hewland are currently supplying intoFormula 1,Formula E,DTM,LMP,RallyCross,Prototype and GT Sportscar.
History
[edit]Mike Hewland ran a small engineering business atMaidenheadin the UK with the speciality in gear cutting. In 1959, Bob Gibson-Jarvie, the Chief Mechanic ofUDT Laystallracing team runningCooperF2 cars, sought help from Hewland as gearbox troubles were experienced. The result of this request came out as six successful gearboxes being designed and built in 1959, and Hewland was in the gearbox business.[1]
The firsttransaxleproduct, the HewlandMk.Iof 1960, was a minor modification of the Volkswagen Beetle 4 speed transaxle used upside-down with custom made differential housing side plates for the midship engineLolaMk.III (John Young tuned Ford 105E 997cc pushrod) built for the new Formula Junior rules (1 litre engine with minimum weight 360 kg, or 1.1 litre with minimum 400 kg) in 1961.[2]HewlandMk.IIwas a similar 4 speed transaxle with more modifications forCoventry ClimaxenginedElvaMk.VI 1.1 litre sports racer in 1961.
HewlandMk.IIIof 1962 became the first product for the public, which used the magnesium alloy case of the Beetle transaxle to house 5 pairs of bespoke straight-cut constant mesh spur gears with dog rings operated by custom-made brass shift forks. Gear selector shaft was located in the nose housing, unmodified as in the Beetle set up, facing rear-ward at the tail end of the box in the front-side-back position on a midship engine racing cars. The elimination of synchromesh parts provided the space for an additional pair of gears for the 5th speed.
This Mk.III became very popular for small displacement formula cars and racing sports cars, and was the basis on which all the later products were built.
![](https://upload.wikimedia.org/wikipedia/commons/thumb/b/b0/Lotus_32_gearbox_detail.jpg/220px-Lotus_32_gearbox_detail.jpg)
Mk.IVhad the tail casing made by Hewland, with the selector rod located in the right side lower position, facing forward. This made the shifter linkage design easier on the part of chassis manufacturers. Together with its high torque versionMk.V,Mk.IV became a big seller, putting Hewland on a growing track.
Mk.VIof 1965 was an improved version of Mk.IV, which established Hewland as the dominant volume production transaxle manufacturer in the small displacement midship-engine racing car market, helped by the de facto standard usage in the newly bornFormula Fordseries. Although Formula Ford engines displaced 1.6-litre, the capacity was not a problem as the 1.5-litre rating was for higher power racing engines as opposed to the single carburetor, production cam and compression ratio regulation of the formula.
The advantages of the series were:
- Dog-ring gear selection made it extremely quick shifting.
- The structure that enabled changing of gear ratios on the 2nd through 5th speeds possible without removing the transaxle from the vehicle, or detaching it from the engine.
- Upside-down usage enabled the dry sump racing engines to be mounted low on the chassis.
- The 3rd, 4th and the 5th gears had the same thickness and drive/driven axis distance, thus were interchangeable.
- Magnesium alloy Volkswagen case made it strong and very light weight.
Hewland was claimed to be the first company that made racing car gearboxes,[3]
however, a transaxle housed in an aluminium alloy case for racing purpose in midship-engine configuration had been designed byFerdinand Porscheand built byHorchin 1933 as a part ofAuto Union Type A.
Valerio Colottihad been producing gearboxes for racing purposes before 1959, and his transaxle for midship-engine racing cars debuted on 10 May 1959 atMonaco Grand PrixonBehra-Porsche.Colotti 5 speed T.32 transaxle, which weighed less than 35 kg, was in use byRob Walkerin 1960.Lotus Engineeringmade a transaxle for front-engineLotus 12in 1957 designed by Richard Ansdale and Harry Mundy, and this gearbox/differential unit was adopted to midship-engine use forLotus 18which debuted on 8 April 1960.[4]
Hewland dominated the racing scenes in the 1960s, 70s, 80s and 90s, and still is a leading company in racing transmissions with its focus shifted a bit toward custom engineering work for vehicle manufacturers. In addition to the traditional manual transmission products covering almost all the racing and rallying classes, Hewland now offers complete semi-automatic transmission system components, including shift actuators, throttle actuators, compressors, shift position sensors and steering wheel paddle-shift systems.[5]
Transaxle types
[edit]The following is the list of the smaller product range housed in Volkswagen case except for LD200.
Type | Year | Rating | sp. | Weight | Description |
---|---|---|---|---|---|
Mk.I | 1960 | 1500cc | 4 | 72 lbs | Custom side plates and unequal-length output shafts for Lola Mk.III |
Mk.II | 1961 | 1500cc | 4 | 72 lbs | Custom for Elva Mk.VI,VWgears and differential |
Mk.III | 1962 | 1500cc | 5 | 70 lbs | "Hewland quick-change gears", VW differential, tail-shifter |
Mk.IV | 1963 | 1500cc | 5 | 70 lbs | GKN(Ford Zephyr) diff., forward-facing selector on the right side, Metalastic doughnut |
Mk.V | 1963 | 1600cc | 5 | 75 lbs | "High torque", thicker gears and layshaft forCosworth Mk.XIIandXIII |
Mk.VI | 1965 | 1500cc | 5 | 75 lbs | Improved Mk.IV for F3 and later FF. Metalastic doughnut attachment |
Mk.VII | 1968 | 1000cc | 6 | 72 lbs | 6 speed version of Mk.VI for 1 Litre F2 |
Mk.8 | 1968 | 1500cc | 5 | 70 lbs | Hewland diff. on taper roller bearings, all gear-hubs splined to pinion shaft |
Mk.9 | 1973 | 1500cc | 5 | 70 lbs | Double row output shaft bearing for Spicer halfshafts, side plates for inboard disc brake |
LD200 | 1988 | 150 lb/ft | 5 | 63 lbs | Complete redesign of Mk.9 housed in Hewland case |
Transmission capacity is measured by the maximum output torque (not the horsepower), which is the product of the input torque times overall reduction ratio. However, as the output torque is proportional to the input torque with typical gear and differential reduction ratios, and as the input torque (engine output torque) is roughly proportional to the engine displacement, Hewland used to indicate the maximum allowable engine size, and later the maximum input torque measured in Lbs/ft., as the transaxle selection guide.
The following is the list of larger product range up to 1981.
Type | Year | Rating | sp. | Weight | Description |
---|---|---|---|---|---|
HD | 1963 | 300 lb/ft | 4 | 85 lbs | "Hewland Design", bespoke casing, alternative toERSA Knight |
HD5 | 1963 | 200 lb/ft | 5 | 85 lbs | 5 speed version of HD |
LG | 1966 | 600 lb/ft | 2 | 136 lbs | "Large Gearbox" forIndy,internal oil pump |
FT200 | 1966 | 200 lb/ft | 5 | 90 lbs | All new HD5, big seller |
LG500 | 1967 | 500 lb/ft | 4 | 136 lbs | 4 speed LG, LSD or 'Power-Loc' forCanAm |
FG400 | 1968 | 280 lb/ft | 5 | 110 lbs | FT gears with LGdiff. forDFV |
LG600 | 1968 | 600 lb/ft | 5 | 145 lbs | 5 speed LG500, longer bearing carrier, forF5000and CanAm |
DG300 | 1969 | 300 lb/ft | 5 | 117 lbs | "Different Gearbox", LG diff., internal oil pump, for F1 and sports cars |
LG2 | 1971 | 700 lb/ft | 2 | 138 lbs | Second generation of LG, for Indy |
LG Mk.II | 1971 | 600 lb/ft | 4/5 | 140 lbs | Second generation of LG600, new case, selector rod and diff. |
DG300 Mk.II | 1972 | 300 lb/ft | 5 | 118 lbs | Second generation of DG300 |
FGA | 1972 | 280 lb/ft | 5/6 | 110 lbs | Second generation of FG400, for DFV |
FGB | 1978 | 260 lb/ft | 6 | 112 lbs | Lower ratio FGA, larger case for bigger diameter gears, for high rev. turbo F1 |
DGB | 1981 | 440 lb/ft | 5 | 134 lbs | Higher torque version of DG300 Mk.II, stronger case, for sports car endurance |
VG | 1981 | 600 lb/ft | 5 | 167 lbs | Higher torque version of DGB |
ARV Super2
[edit]After an approach fromRichard Noble,Hewland was persuaded to design and build theAE75,a 75 bhpaero-enginefor NobleARV Super2,a 2-seater light aircraft. This engine, an inverted three-cylinder water-cooled two-stroke unit withdual ignitionand a 2.7:1 reduction gearbox, was developed from Hewland's existing two-cylindermicrolightengine. The AE75 was very light at 49 kg (108 lb), thereby contributing to the overall lightness of the aircraft, so that the ARV Super2 weighed 40% less than its competitor, theCessna 152.
Track day cars
[edit]Hewland has been involved with varioustrack daycars. Most notably theCaparo T1[6]andBAC Mono,[7]both of which featured gearboxes designed and manufactured by the company.
Formula E
[edit]Hewland have been involved in theFormula Eracing series since its inauguration, supplying the full grid of competitors with transmissions. Currently Hewland are still a key supplier into this series.
Electric Vehicles
[edit]Hewland provided a custom high torque transmission for the World record breakingBuckeye Bullet3 which currently holds the electric land speed record at 549.4 km/h (341.4 mph).
Sleeve valve
[edit]In an interview inCar&Drivermagazine in July 1974, M Hewland discussed his work and that of his head engineer John Logan on a 500 cc, single-cylinder,sleeve valveengine, coming from his experience inside a 'Mobile Labor Force' atBristolduring WW II, research aimed at Formula 1. Hewland claimed having got 70-73 HP, 47.5 Lb.ft, with a fuel economy of.45 lb/HP/Hr in the racing version, and.39 in an economy engine.
See also
[edit]External links
[edit]References
[edit]- ^James, Roger."The Hewland Story".Retrieved5 September2007.
- ^James, Roger."The Hewland Story".Retrieved5 September2007.
- ^"Hewland Engineering Introduction".Archived fromthe originalon 29 September 2007.Retrieved5 September2007.
- ^"Stats F1".[permanent dead link]
- ^"Hewland Brochure"(PDF).Archived fromthe original(PDF)on 31 May 2013.Retrieved14 September2013.
- ^"Caparo T1 review review – Autocar".Autocar.Retrieved10 April2018.
- ^"Discover Mono – Specifications".us.bac-mono.com.Archived fromthe originalon 13 October 2015.Retrieved10 April2018.