Martin Galpin | Racing Driver | number66.net

At first glance, it is difficult to imagine improving a Porsche 996 GT3 Cup Car. If perfection was ever attainable, wouldn’t it already be close? However, Quaife’s latest “Q-Tek” (QBE61G) gearbox promises just that and offers an affordable alternative to the more traditional Hollinger or Sadev gearbox.

Like its Porsche Motorsport counter-part, the QBE61G is a six speed sequential transaxle gearbox featuring a larger than standard 85mm shaft capable of applications in excess of 500bhp and 450lb/ft torque. As standard it is supplied with a plate-style limited slip differential although Quaife’s newer automatic torque biasing differential is an optional upgrade. It features a wholly-mechanical sequential shift and internal lubrication via an integrated, internal oil pump.

Mike Quaife believes they have identified a requirement for this type of gearbox. He explains: “We could see a market amongst club and national level Porsche competitors for a more economical gearbox. It is designed within the dimensions of the original Porsche 996 meaning its integration is a straight-forward conversion.”

Indeed, they have achieved that. A race ready QBE61G, including bell housing, gearbox mounts, flywheel, triple plate Superclutch and ancillaries costs 10,950GBP (+VAT). Adding a limited slip differential brings it to a total package price of 11,900GBP (+VAT). Compare this to the equivalent Porsche Motorsport Sequential box for a not insignificant saving of 8,761GBP.

And it’s not a compromise, either: “The QBE61G achieves a 20 millisecond shift – that’s twice as fast as the standard Porsche gearbox.” explains Mike. “Infact, it’s so fast that in testing the automatic ignition disengage was disabled to make the car drivable on down shifts.”

He continues: “In testing, its reliability has been impressive. We’ve completed almost 30-hours of testing, in the UK and Spain without a single failure.”

This quality of build is underlined by its potential for further applications: Quaife offer a helical set of ratios for use on the road (and a helical gear limited slip differential) and the QBE61G could even find its introduction into GT3 endurance racing such as the LMES or FIA GT.

“Overall, we wanted to provide value for money with the QBE61G,” concludes Mike. “When you also consider its performance and reliability too, I think we even surprised ourselves.”

A Drivers Perspective

The first drive in any new car is a daunting experience. You drop the clutch, exit the pitlane and unleash to a world of uncertainty. Racing drivers perform in the subconscious – they are perfect choreographers of laps practised, performed and executed hundreds of times before. Every steering, brake and throttle input, every direction change and gear shift is rehearsed to the point that in itself, it is an almost instantaneous and automatic reaction to the changing behavior of the car or the circuit. Broadly speaking, it can be taught with seat time. However, until this point, you are very much driving with a conscious mindset.

A Porsche 996 GT3 Cup Car is about as hostile of an environment as any sports car debut could be. Reputations are built for a reason and a 420bhp 3.4-litre flat-6 mounted beyond the rear axle is along way from the nimble, mid-engined single-seaters that I am used to.

Every shift must be a positive application of the gear lever. We’re using the QBE61G-specific Quaife gear lever, designed for the 996 and I am told it is another improvement over the standard mechanism. Ergonomically, I have little doubt and the actual process of changing gear becomes natural within the first lap. The clutch feels light, probably too light, but as this test car approaches 30-hours of running, it can be forgiven.

Under heavy acceleration (and maximum load) a small breathe of throttle is all that is required to provoke a seamless and clutchless up shift. There is no significant transmission jolt and the speed of engagement means there is only a small transfer of weight and therefore wasted energy.

A drivers unfamiliarity with a car is normally most prevalent on corner-entry. The initial cornering phase involves more thought than can be consciously achieved given the available time. But such is the precision of the QBE61G that I find myself underwhelmed by the complexity of down shifting five gears in a bumpy and difficult braking area. Within no more than a lap and half I am confident that my down shifting technique, synchronised with a positive blip of throttle, is learnt and already I can become more receptive to reaching the threshold of the Porsche’s ceramic brakes.

Each and every push of the gear leaver emphasizes the elegance of this gearbox. Even a total mismatch of revs on a downshift does little to provoke the kind transmission or differential oversteer you might expect from this type of car. In fact, I would even surmise that drivers without a good heel-and-toe technique would be more than capable of driving the car at moderate to high-speed.

Perhaps, ultimately, the point is this: despite its reputation and its undeniably intimating demeanor, my first experience of a Porsche GT3 was not the learning curve I had expected. I might even go as far as to say that it is a more comfortable experience than say, a Duratec Formula Ford. If you consider the reputation it has, maybe this is difficult to accept or even understand. However, what key component was different about my first experience to that of those before me? Gearbox. And what does that tell you?

Related posts:

1. Articles
2. Publications
3. Porsche 996 GT3 Test (Racecar Engineering)
4. An Introduction to CAN-bus
5. Formula Ford: Silverstone Review