Buzzz,
Thanks for clearing up the confusion, I remembered the Quickdrive several years back and thinking that Lenco was part owner of the rights to it and that was the basis for the Lenco-drive. What's always confused me is the that the L-drive didn't look the way I remembered the Q-drive looking. When I looked at the B&J site today, that's what I remembered it to look like. I just never knew that B&J was the other rights holder. I've always felt like the B&J trannys were good pieces, just seems like cars I've had (other than the RED), foot room has always be a premium and the Lenco was a tad smaller physically. Since I've got a straight 3-speed and it appears from what you've told me it will bolt to the Q-drive, I may have to look into it. Even though this car was setup with a clutch, apparently the guy wasn't running the 4 quandrant bolts that are required for a 6.2 SFI. The can that I bought has some clearance issues because the motor plate and cowl piece are made for the 23T firewall and there is no room to move the quadrant bolts inward toward the centerline as they are right up against the bellhousing circle of the block. As far as I know, a convertor setup only requires a 30.1 ??? or whatever the number is, which only requires the bellhousing bolts so I could either sell the can or cut the quadrant ears off and get it certed for a convertor instead of a clutch. What kind of adjustability do you have with the t-brake hit, is there any way to soften it up?
I remember Gary telling me he met you at Speedworld, yeah they have had some problems. Mostly reverser is what he had to send to Lenco but first time they fired it on stands, apparently the transbrake had come loose and fell into the pan, not realizing it, he was pushing the forward/reverse shifter pretty hard, trying to get it to go in one or the other. At least from what he was telling me about how he was doing it, I think some of the damage occurred them. As I mentioned earlier the lenco reverser needs some serious overhaul, the reverse gear is nothing more than a stamped clamshell with teeth, the slider gear is a machined piece but they installed the wrong one when I bought the tranny from Snyder, was only engaging the reverse side of the gear about .060, and as it is only about .110" thick total it didn't take long to knock the edges off the teeth, about 6 passes total. Snyder blamed Lenco, Lenco blamed Snyder, I footed the bill,(typical deal). Had 26 more passes on it with no problems, other than some overheating on a short turnround. At the time though, the car was slowing slightly, which I couldn't pinpoint but felt like the motor or blower was just wearing down, but a buddy was standing behind me on the line and told me afterward he thought it was the sprag in the convertor. Took it to PTC in AL and they opened it up and he was right. Had it converted to spragless and wound up selling the car so havn't gotten to try it out in anything. Gary could use it but he apparently has a deal with Hughes and from what I understand Hughes doesn't like to work on anyone elses stuff. Anyway, to put things in perspective, Gary's wife just got out of the hospital, after 3-4 weeks of life-threatening complications from gall bladder removal (and finding she was pregnant) so his life has been pretty complicated for a while. I talked to him Tuesday and she had just gotten to come home a few days before, he sounded pretty beat, but optimistic that her health was turning around. So it may be a little while before they get to the track.
Anyway, didn't mean to write a book, but really appreciate the info on the B&J.
