Transmission

We provide a service to rebuild your gear box – please contact [email protected] for more details.

Full set of components required to rebuild all moly-synchro type 105 series gearboxes. The kit comprises our ultimate quality Alfaholics synchro rings & Alfaholics sleeves as well as our best quality gearbox bearings, oil seal and heavy duty rear mount. Please specify if you need a layshaft front bearing of 20mm or 25mm internal diameter. Please note that the synchros are not compatible with the first series of mechanical gearboxes (1963-1966) which featured non-moly synchros.

Full kit of parts to convert an early (101 & early 105) non-molybdenum synchromesh “yellow label” gearbox to later improved molybdenum coated synchros as per late “red label” gearboxes. Full set of all Alfaholics produced premium quality components, including synchro rings, synchro sleeves, brake straps, reference sectors and brake sectors for all 5 gears. A great upgrade when rebuilding any early gearbox with grooved synchos.

Exclusive Alfaholics production competition synchro ring. We developed this production in 2012 and have used them in every single road, trackday and race car we have built in this period. These synchro rings have been used in multiple championship winning cars including our U2TC FIA 1600 GTA and are fitted in all our acclaimed GTA-R builds.

Originally we undertook the project to get away from the cheap poor quality reproduction rings that were the only product available at the time, however, quickly we understood we could improve the synchro design to give a faster and smoother gearchange than was possible with genuine OEM Alfa rings to make a product more suitable for competition use. As lovely as OEM synchro rings were when they were still available, they took time to bed in and get a nice fast and smooth gearchange; typically period of time in which 300-500 miles would be covered. Of course for competition use, 300-500 miles bedding in period is not ideal and the last thing you want is a slow gearchange in qualifying on a freshly installed gearbox. Realistically a typical race gearbox will only see 500-1000 miles between scheduled maintainance rebuilds or a competition rally car 2000-5000 miles. The design of our synchro ring will ensure perfect gearchanges from the very first gearchange leaving the pit lane and regular servicing our our works cars over the past 8 years have proven a life span well exceeding those typical service intervals.

Watch the video below to see the synchro rings in action at Spa!

High quality OEM moly-coated synchro ring for use on restoration and road cars. For competition use, we recommend our competition synchro ring for a faster action gearchange.

Standard quality. For trackday and competition cars we recommend using our own premium quality production above this listing.

New production – exclusive to Alfaholics.  We chose to manufacture these new premium quality synchro sleeves due to the availability of new original Alfa synchro sleeves finally ceasing in 2012. When this happened, we tried first to source the already available reproduction sleeves to try them out. When they arrived we noticed an obvious difference in tooth profile which made the rings hard to slide in and out of the sleeves on the bench. During driving, gear baulking, not dissimilar to using the cheap reproduction synchro rings was observed. At this point we knew that we had no option but to embark on our own production synchro sleeves, to match our new premium quality synchro rings.

By cutting up one of our new old stock original Alfa synchro sleeves and scanning the tooth profile, we were able to produce a CAD drawing to perfectly replicate the original production. With this data on file we were able to manufacture these premium quality hardened sleeves. Fit these with our premium quality synchro rings for a full perfect matching OE specification synchro system.

Premium quality Alfaholics production. Internal synchro strap for 1^st gear, 1 required. We have made these to replace the often damaged part found fitted inside the synchro assembly. Typically these just get reused each time the gearboxes get rebuilt, but they are now getting to an age where these are simply damaged and will not allow the synchro to operate as it should.

Gearbox break sector  for 1st gear to suit all 105 gearboxes. 1 needed per box.

Gearbox brake sector for 2nd, 3rd, 4th & 5th gears to suit all 105 gearboxes. 4 required per gearbox.

Gearbox reference sector to suit all 105 gearboxes. 5 required per gearbox.

Premium quality Alfaholics production. Internal synchro strap for 2^nd, 3^rd, 4^th & 5^th gear, 2 required per gear. We have made these to replace the often damaged parts found fitted inside the synchro assemblies. Typically these just get reused each time the gearboxes get rebuilt, but they are now getting to an age where these are simply damaged and will not allow the synchro to operate as it should.

We are increasingly finding bent selector rods more and more when we are rebuilding gearboxes. This results not only in a sticky gear change but also causes the selector fork/synchro sleeve not running straight to the gear assembly which can cause premature wear, damage and more gearshift quality. They have proven very tricky to try to straighten and since the huge sucess of our manufacturing of billet 3^rd/4^th gear selector rods we have now evolved this into a full set of 3 rods manufactured from motorsport grade materials and machined to motorsport quality tolerance. we have also imporved the design of these to be tougher and stronger, 3rd/4th rod is an inherently weak part in the gearbox, the narrow width required as part of the gearbox design means that the clevis where the gear linkage drops into can easily get bent from ‘over-selecting’ gears. This risks a shift not fully selecting a gear and resultant massive gearbox damage. We have re-designed the part with greater radiuses and increased material thickness at the weak points to make the part more resilient to this ‘over-selection’ based driver damage.

Worn/damaged selector forks are becoming a bigger and bigger issue with Alfa gearboxes as they get older and increased performance & race use is highlighting the inherent design weaknesses of the standard parts. We have redesigned and manufactured these race quality forks by combining our considerable experience of high performance & motorsport use along with general modern motorsport knowledge to produce the ultimate selector fork set of 105/115 series gearboxes. We have added an additional pressure pad to control the synchro sleeve angle more accurately and to increase the total pad area and thus reduce pad wear rate, the net result is a sweeter and faster shift action. These forks are made of motorsport grade steel, so are also more resilient to abuse from over selecting than the factory bronze parts. As developed for and being used in our latest GTA-R builds.

Gearbox detent springs to suit all 105 series gearboxes. Priced individually, 3 required per car.

Input shaft bearing 101.00.13.223.00, early type retained by circlip.

Input shaft bearing 105.12.13.223.00,  late type retained by nut.

Fits in back end of input shaft, to mate to mainshaft.

For 1300/1600/1750. 25mm centre bore.

2000 version with 20mm centre bore – 105.12.13.224.00

For 1300/1600/1750 – 101.00.13.223.00

2000 version of above – 105.12.13.223.00

Mainshaft rear bearing to suit all 105 series cars.

Bronze inner bush for gears.

Gearbox tail mount to suit all 105 series car with a hydraulically operated clutch.

Correct more solid bush for early cars 1964-1967. Can also be used as heavy duty item for late 105 and competition cars.

Large gear lever turret washer to suit all 105 series cars.

Fits over tunnel before steel pressed top hat gets screwed on.

Fits over the steel top hat that bolts to the transmission tunnel

Clamp for gearshift rubber gaiter-correct size to fit inner gaiter to the gearbox top.

Combined version of above 2 gaiters – for use on cars with metal collar integrated into transmission tunnel.

Ball bearing for cars with a push down gear lever. Two needed per car.

Fits under gear lever to seal the gearbox and stop the gearbox top washers rattling!

Fits under gear lever.

Replacement gearbox layshaft and main shaft end ‘stake’ nut to fit gearboxes used from 1972 onwards. Due to gearbox interchangeability, you will need to check if your gearbox has a stake nut like this or a tab washer and regular nut.

For gearboxes with reverse light mounted int top of bellhousing via bracket, bell housing will have oval hole where selectror rods poke through. (1963-1974 approx).

For car with reverse light that screws into end of bellhousing – no oval hole for selector rods to poke through. (1974-1993).

Transmission drain & fill plug (Allen head type) as used in the Alfaholics workshop.

Magnetic oil filler sump & fill plug.

• Type: Alfaholics production of the gearbox oil warning sticker copied from an original.
•  Models: All 105 series cars.
•  Material: Vinyl.
•  Size: 53 x 30mm.
• Fitment: Self adhesive.
• Location: Found near the filler plug on all gearboxes.
• Language: As original in Italian & English.

Exclusively manufactured for Alfaholics to exacting tolerances. Most rear propshafts have had many UJ changes in their life and as a result can often have damaged UJ housings, this means that even with new UJs vibrations can still occur due to end float in the UJ housings which is beyond shimming out. The sliding joint is also another area for wear on an original unit that of course cannot ever be repaired. As a result of these 2 major factors we no longer use rebuilt rear propshafts in our workshop, fitting only our brand new unit for 100% perfect results at virtually no extra cost to the customer. We manufacture these units from race quality thin wall 2” tube, not only does this mean that the tube is stiffer which results in far smoother running at high speeds, but it is also much lighter than an original unit. We have also increased the size of the UJs on each end which makes them much less prone to wear and much more able to handle the load from engines with increased performance. Each prop is dynamically balanced to 8,000rpm meaning that this item is perfect for use on both road and competition cars.

Steel Bush for front of propshaft to centre propshaft inside doughnut.

Small nylon plug that fits inside the ‘top hat’ bush that fits into the front of the propshaft and receives the output shaft from the gearbox.

Fits onto end of gearbox output shaft to keep dirt out of the front bush.

For cars with late propshaft centre supports – 1968-9.

Early version with grease nipple (1964-67).

For cars 1964-1967.

Heavy duty version of late support, ideal for track day and race cars.

For all cars 1968-1993.

For all centre supports.

Premium quality version of the propshaft centre bearing, ideal for fast road and competition cars.

Standard version.

Heavy duty version for fast road and trackday cars. For race cars see our race propshaft cnversion under Race & Performance ‘Transmission’ section

Propshaft to axle nut for 2000 cars.

Propshaft to axle bolt for 2000 cars.

8mm nut for the propshaft to axle.

Full kit of best quality pinion and diff case bearings, pinion oil seal, diff sump gasket, rear wheel bearings and halfshaft oil seals. To fit all non-LSD axles (Sprint GT/GT Junior & 1750 – 25 spline halfshafts). Late model cars have press on shrink rings rather than screw on shrink rings, please check on post 1973 cars and order shrink rings separately if required.

Full kit of best quality pinion and diff case bearings, pinion oil seal, diff sump gasket, rear wheel bearings, press on shrink rings and halfshaft oil seals. To fit all larger type LSD axles (2000 GTV, Spider and Berlina – 27 spine halfshafts)

Increase the limited slip action on your Alfa ZF type limited slip by fitting these extra slip plates in LSD unit. Fitted in pairs, to replace a pair of standard spacer plates.

Differential tab washer left side. Three required per car. Priced individually.

Right hand differential tab washer. Four required per car. Priced individually.

When assembling a differential you will need to set both the pinion height (please see Pinion Height Shims listing) and the pinion preload using shims. These Alfaholics production pinion preload shims are manufactured from high grade carbon steel by an aircraft industry approved manufacturer. These shims are used by ourselves in all of our race and high performance road differential builds.

The shims are available for both 1600 and 2000 spec differentials and available in a range of thicknesses. When placing your order please specify the thicknesses you require from the range detailed below.

• 1600 Differential Pinion Preload shims available in 0.05mm increments, from 1.20mm through to 2.80mm thick.
• 2000 Differential Pinion Preload shims available in 0.05mm increments, from 2.05mm through to 2.60mm thick.

For 1300,1600 & 1750 non- LSD axles.

For all 2000 LSD axles.

For 1300,1600 & 1750 non- LSD axles – GRB 203.

For all 2000 LSD axles – GRB 204.

For 1300,1600 & 1750 non LSD axles – GRB 205

All all 2000 LSD axles – GRB 206

For 1300,1600 & 1750 non LSD axles – GRB 207.

For all 2000 LSD axles – GRB 208.

For all LSD axles and late GTJ axles.

Differential tab washer to suit all small type 105 series axles.

Differential pinion nut to suit both small (1300/1600/1750) & large (2000) axles.

Halfshaft Oil Seal for 1300,1600,1750

Halfshaft Oil Seal for 2000 LSD axles, also for late GTJ rear axles which have press on shrink rings – GRB 211.

Standard.

Replacement tab washer to suit 105 series cars with screw-on wheel bearing retaining nuts.

Premium quality bearing version, much tigher tolerances for reduced ‘pad knock back’.

Standard quality bearing kit to suit both early and late 105 series cars. If you have a limited-slip differential you will need to order a late version.

New premium quality Alfaholics production, manufactured in the UK to the very highest quality and exacting tolerances. We have taken the opportunity to improve the tooth cut profile for increased strength over the original cut used by Alfa.

These crown wheel and pinion sets are available in the small 1300/1600/1750 size in 5.8, 5.3 & 4.3 ratios. Optimum performance can be achieved by fitting in conjunction with our Alfaholics Limited Slip Racing Differential.

The 5.3 & 5.8 ratios are for intended for circuit racing, whilst the 4.3 option is the optimum ratio for fast road and trackday cars. By using the small size axle, unsprung and rotational weight is kept to a minimum. An additional benefit for those people with fast road & trackday cars, is that you can use the existing axle from your GT Junior and simply fit this 4.3 ratio with LSD, rather than trying to find what are now very rare Berlina 4.3 rear axles.

We can also manufacture to order any desired ratio (in addition to those above) within 3 weeks.

Premium quality Alfaholics production. These brackets are direct copies of the original brackets welded to Dunlop axle tubes to mount the Dunlop slave cylinder to actuate the mechanical Dunlop caliper. Lazer cut and jig bent ready to weld to your axle tubes. Use these in conjunction with our “Dunlop Rear Caliper Mounting Brackets” to convert any axle to Dunlop rear brake fitment.

Heavy duty LSD oil with shock protection additives to protect LSD internals. Also suitable for dog ring selection gearboxes. As used in all Alfaholics GTA-R and race cars

Very high quality fully synthetic gear oil. Superb track day and race gearbox oil. Unrivaled shift speed, excellent synchro life. As used in Max’s GTA-R. 1-litre tub.