Formula 2 launched its all-new 2024 machinery late last year and, while the visually striking aerodynamic changes dominated the headlines, it was all change under the bodywork too. This included a new six-speed longitudinal Hewland sequential gearbox, replacing the previous iteration which had been used since 2018.
One challenge in developing this latest product was the FIA crash regulations, which necessitated a substantially different design in terms of the case and strength. The rear impact tests, for example, were increased substantially. But the general architecture of the gearbox is well-proven.
That’s the key for motorsport gearboxes; it’s all about reliability and cost-per-mile ownership. F2 is a bit more simplified with respect to the architecture compared to Formula 1, but it does the job for a single-make series of being a competitive and a really high-performance product.
Ownership of the vehicle is important to consider when it comes to GT racing, as OEMs have to sell as many of the vehicles as they can. The focus on delivering a competitive but cost-effective product that is reliable is amplified here. As a supplier, we need to ensure that we’re not the point of failure, ending someone’s race.
To achieve this with the new Lotus Emira GT4, the gearbox is more aligned to a TCR-type product. There’s slightly higher torque with the GT4 and, since the engine is at the back, certain changes have been made. There’s a bespoke casing to mount to its Toyota V6 and slight differences around internal wires; it’s on a similar theme to our high-torque touring car gearboxes that we’ve used previously.
There’s naturally a differentiator with having the sequential gearbox from the perspectives of product sales and performance. It’s a balancing act to provide a quality product while meeting the category’s cost requirements through efficient design and manufacturing.
Source: Autosport