Didumos69

I think that might work. You do need to get all orientations exactly right. Also the orientation of the gear selector in the first (low/high) gearbox. In the stock gearbox the only thing you have to get right is the orientation for the 2l-lever with towball inserted that switches the first gearbox. It should switch the first gearbox when the second gearbox switches from its 4th to its 1st gear or from its 1st to its 4th gear. Apparently some reviewers did this wrong. EDIT: Another thing that bothers me is that drive flows from first to second gearbox via 3 16t clutch gears rotating on axles that have different speed. Correct.

Yes, but to get the order right you need to have the right orientation for the 2l-lever with towball inserted that switches the first gearbox. It should switch the first gearbox when the second gearbox switches from its 4th to its 1st gear or from its 1st to its 4th gear. This can easily be messed up during the build. Just to be clear. The 20t blue gear of the DNR flows to the first gearbox, then to the second gearbox and in the back it flows back (with a 24t-8t mesh visible in first image) to the main driveshaft, which connects the front and rear diffs. Reverse flows directly to this main driveshaft via the 16t clutch gear of the DNR.

Maybe on a mission, but I'm still not buying . I actually wanted to post the ratios here. Funny thing is that the second gearbox in the Bugatti has ratios that are practically equal - when normalized - to my first ever gearbox attempt with the new parts. Ratios of that gearbox are: 4:5, 1:1, 4:3, 5:3. Green is input Yellow is control Red is output In the figures below minus means the rotation direction flips, this was to check if reverse is actually reverse. The first gearbox in the chain has 4 positions, but toggles between 2 speeds. The second gearbox has 4 positions and 4 speeds. Engine to DNR (Always) -3:5 x -1:3 = 1:5 DNR gearbox (1st-8th) -5:6 = -5:6 (Reverse) -1:1 = -1:1 D - 1st gearbox (R) (1st-4th) -1:1 = -1:1 (5th-8th) -5:3 x -5:3 x -1:1 = -25:9 D - 1st to 2nd gearbox (1st-8th) -1:1 x -1:1 x -1:1 x -1:1 = 1:1 D - 2nd gearbox (L) (1st,5th) -3:5 = -3:5 (2nd,6th) -1:1 x -1:1 x -4:5 x -1:1 x -1:1 = -4:5 (3rd,7th) -1:1 = -1:1 (4th,8th) -1:1 x -1:1 x -5:4 x -1:1 x -1:1 = -5:4 D - 2nd gearbox to main (1st-8th) -3:1 = -3:1 Main to diffs (Always) 5:7 = 5:7 Combined (Rev) 1:5 x -1:1 x 5:7 = -1:7 = -0.143 (1st) 1:5 x -5:6 x -1:1 x -3:5 x 1:1 x -3:1 x 5:7 = 9:42 = 0.214 (2nd) 1:5 x -5:6 x -1:1 x -4:5 x 1:1 x -3:1 x 5:7 = 2:7 = 0.286 (3rd) 1:5 x -5:6 x -1:1 x -1:1 x 1:1 x -3:1 x 5:7 = 5:14 = 0.357 (4th) 1:5 x -5:6 x -1:1 x -5:4 x 1:1 x -3:1 x 5:7 = 25:56 = 0.446 (5th) 1:5 x -5:6 x -25:9 x -3:5 x 1:1 x -3:1 x 5:7 = 25:42 = 0.595 (6th) 1:5 x -5:6 x -25:9 x -4:5 x 1:1 x -3:1 x 5:7 = 50:63 = 0.794 (7th) 1:5 x -5:6 x -25:9 x -1:1 x 1:1 x -3:1 x 5:7 = 125:126 = 0.992 (8th) 1:5 x -5:6 x -25:9 x -5:4 x 1:1 x -3:1 x 5:7 = 625:504 = 1.240

I did some calculus on the gear ratios. Btw, the first gearbox in the chain has 4 positions, but toggles between 2 speeds. The second gearbox has 4 positions and 4 speeds. Engine to DNR (Always) -3:5 x -1:3 = 1:5 DNR gearbox (1st-8th) -5:6 = -5:6 (Reverse) -1:1 = -1:1 D - 1st gearbox (R) (1st-4th) -1:1 = -1:1 (5th-8th) -5:3 x -5:3 x -1:1 = -25:9 D - 1st to 2nd gearbox (1st-8th) -1:1 x -1:1 x -1:1 x -1:1 = 1:1 D - 2nd gearbox (L) (1st,5th) -3:5 = -3:5 (2nd,6th) -1:1 x -1:1 x -4:5 x -1:1 x -1:1 = -4:5 (3rd,7th) -1:1 = -1:1 (4th,8th) -1:1 x -1:1 x -5:4 x -1:1 x -1:1 = -5:4 D - 2nd gearbox to main (1st-8th) -3:1 = -3:1 Main to diffs (Always) 5:7 = 5:7 Combined (Rev) 1:5 x -1:1 x 5:7 = -1:7 = -0.143 (1st) 1:5 x -5:6 x -1:1 x -3:5 x 1:1 x -3:1 x 5:7 = 9:42 = 0.214 (2nd) 1:5 x -5:6 x -1:1 x -4:5 x 1:1 x -3:1 x 5:7 = 2:7 = 0.286 (3rd) 1:5 x -5:6 x -1:1 x -1:1 x 1:1 x -3:1 x 5:7 = 5:14 = 0.357 (4th) 1:5 x -5:6 x -1:1 x -5:4 x 1:1 x -3:1 x 5:7 = 25:56 = 0.446 (5th) 1:5 x -5:6 x -25:9 x -3:5 x 1:1 x -3:1 x 5:7 = 25:42 = 0.595 (6th) 1:5 x -5:6 x -25:9 x -4:5 x 1:1 x -3:1 x 5:7 = 50:63 = 0.794 (7th) 1:5 x -5:6 x -25:9 x -1:1 x 1:1 x -3:1 x 5:7 = 125:126 = 0.992 (8th) 1:5 x -5:6 x -25:9 x -5:4 x 1:1 x -3:1 x 5:7 = 625:504 = 1.240

From available images. I started with @ibessonov's attempt to model the gearbox from a few days ago and checked it with the available photos (his attempt was actually very accurate ). Also @Meatman gave some pointers that I could verify with photos. And after the shortly leaked product reveal video I could reproduce the DNR shifter.

I agree, it allows for more compact gearboxes, but not for more simple gear boxes.

Yes, but like @Musikfreak said, the marriage step, where the two halfs of the chassis are combined, might easily ruin your carefully assembled build. Personally I would never lubricate things in a manual model. I think so too. Many reviews have been rushed too. It's a good thing @Jim has some more time. Btw, I'm simply in the process of trying to understand everything and seeing whether there are some obvious improvements. This doesn't mean I assume there is too much friction in this model. @DugaldIC for instance, seemed to be quite content with it.

I would first try swapping the 20/12 mesh right in front of the engine. I reckon it would fit without other adjustments. But first I would want to know what the exact cause of the friction is. I didn't analyze the gearbox yet, but in the engine I think it's not optimal to have the center crankshaft drive the other two crankshafts via the back side of the engine. It would be more elegant to have the 3 24t gears at the other ends of the crankshafts, so all crankshafts are in fact dead ends of the drivetrain.

The 20t blue gear of the DNR flows to the gearbox and in the back of the gearbox it flows back (with a 24t-8t mesh visible in first image) to the main driveshaft, which connects the front and rear diffs. Reverse flows directly to this main driveshaft via the 16t gear.

No, I don't .

Here is the complete drivetrain, including the selector axles. I might have some colors or axle lengths wrong (please let me know). Next step will be to figure out how drive flows in each subesquent gear.

No, it has a similar row of clutch gears on axles turning at different speed .

Thanks! Also a very valuable report to me. In the end I think having an 8-speed gearbox with always 2 clutches engaged, a DNR and a W16 with 3 crankshafts, is simply too much to ask for a smooth running drive train. In isolation, the engine, gearbox and DNR are impressive and my run smooth, but all together the drivetrain is never going to be really playable. I don't think I will be buying this set.

@DugaldIC, thanks for your report! It's more valuable to me than all review videos I've seen sofar. One question. What is the white slip gear for?

Here's an illustration of the shifter layout. The 20t and 24t indeed mesh a bit shallow.

You are quite right @Erik Leppen. I should have been able to draw the same conclusion. Yes, moving 3 crankshafts and 16 pistons and having 3 gears meshing, all in one engine, will give a lot of friction. That might still be the reason for the white slip gear between engine and DNR.

Very nice! You're not just a Technic builder, you're a Technic artist!

Going by the available images, my impression is that the 24t gears in the W16-engine sit too tight. LDD confirms this. I think this will give a lot of friction to the engine and could explain the 24t slip gear between engine and DNR.

It was announced that England is going to drive on the right like the rest of Europe as of July 1st, 2018. During a one month transition period - starting today - both left and right are allowed.

Okay, let's see what we can do with this model!

Quiet please, I'm watching . So, @Sariel is doing a live build at 11:30 CET.

@Appie, @Meatman, the DNR looks like this. The 16t clutch gear is for reverse and the 20t clutch gear is for the gearbox. The axle with the 16t gear runs from rear diff to front diff (without center diff). The outpout of the gearbox runs back to the same axle at the other end of the gearbox (that was what you meant right, @Meatman?). The 24t with clutch appears to be part of the engine - DNR drive train. I don't understand why.

It was a question.

Interesting setup with these 24t clutch diffs. I also have the feeling that the new orange selector does not really make life easier in simple setups. It doesn't really fit symmetrical setups either, because it can not be used between two driving rings. I think it requires a completely different approach.

I don’t know. That yellow silicon band in the background, is that part of a 90-degree limiter?