New Transaxle Comparison / Discussion Thread
- Thread starter domtoni
- Start date
Hi Andy,
due to the engine revolution difference, the spread is totally different and the final drive ratio is much longer in the diesel then in the petrol one.
The diesel spread is much larger then the petrol one.
For example:
Motoren Technik Mayer ( Audi tuner ) is replacing the petrol boxes with the diesel one to increase the top speed after he pumped up the power at the same revs.
His RS6 with 580 HP reaches 325 Km/h thanks to a diesel gearbox.
Externally they look the same.
Ciao
Wanni
Wanni,
Thank you for your response. I knew the gear spread was different, but thought perhaps there were other differences. In my opinion, the wider gear spread is better suited to a light weight high horsepower car.
I have another question, if you don't mind: At one time, Euro-Spec Sport had a taller first gear (input shaft and countershaft gear, 2.72:1) shown in their catalog. I think they refered to is as a rally gear set. About three years ago, they told me they discontinued them due to lack of interest. Would you know if there may be some of these gear sets still available somewhere or perhaps a contact that might know? That 2.72:1 first gear ratio would transform the 01E into a very useful gearbox for a GT40. The standard first gear for the 01E is 3.50:1.
Kind regards,
Andy
Thank you for your response. I knew the gear spread was different, but thought perhaps there were other differences. In my opinion, the wider gear spread is better suited to a light weight high horsepower car.
I have another question, if you don't mind: At one time, Euro-Spec Sport had a taller first gear (input shaft and countershaft gear, 2.72:1) shown in their catalog. I think they refered to is as a rally gear set. About three years ago, they told me they discontinued them due to lack of interest. Would you know if there may be some of these gear sets still available somewhere or perhaps a contact that might know? That 2.72:1 first gear ratio would transform the 01E into a very useful gearbox for a GT40. The standard first gear for the 01E is 3.50:1.
Kind regards,
Andy
Sorry but I can not help you.
I do not know this company. If you give me some more details about, I can try to help you.
Do not you think that the ratio difference is too important? 2,7 vs 3,5.
What will be the speed at 1.000 revs in 1st gear? The clutch may not like it as well as your left leg. You probably will not be anyore able to release the clutch by queuing in the city. Do not go over 10-11 km/h.
Ciao Wanni
I do not know this company. If you give me some more details about, I can try to help you.
Do not you think that the ratio difference is too important? 2,7 vs 3,5.
What will be the speed at 1.000 revs in 1st gear? The clutch may not like it as well as your left leg. You probably will not be anyore able to release the clutch by queuing in the city. Do not go over 10-11 km/h.
Ciao Wanni
Fran Hall RCR
GT40s Sponsor
Ricardo/Ford GT transaxle is 257lbs....I am going to be playing with one soon.
Dom,
Here's some G50/50 info that Lynn posted a couple of years back. The link to it doesn't seem to work now but here's the measurements he gave :-
G50/50
Bell housing face to driveshaft centreline 219
Total length to rear of extended shifter 719
Note that the G50/52 is identical to the G50/50 except for having the large donut mount. There is plenty of info on this site about cutting off the G50/52 mount or fitting the early G50/0x one, which is the same as the G50/50 mount.
My mate Lim has taken the following measurements off his G50/52:-
G50/52
Bellhousing face to driveshaft centreline 219Total length to rear of extended shifter 865
Width across driveshaft flanges 253
Dry weight with LSD 72 kg
I believe the G50/0x is about 10mm shorter in the bell housing and hence overall than the similar configuration G50/5x. and is probably slightly lighter with the smaller r & p. Someone may be able to confirm.
Here are the details I have just taken from my long bell 930 :-
930 long
Dry weight with LSD 60kg
Bell housing face to driveshaft centreline 230
Width across driveshaft flanges 249
Total length to rear of extended shifter 760 (roughly, the shifters not in my box at present)
Note that the short bell 930 is 30 mm shorter (not 1'', as stated on some sites). Therefore :-
930 short
Bell housing face to driveshaft centreline 200
Total length 730 (about)
Just watch that you're comparing apples with apples. It would be beneficial for ease of reference to show whether measurements include an integral bellhousing or not. There seems to be a mixture of both tabulated and unless you were aware it would be easy to be misled.
Cheers
Here's some G50/50 info that Lynn posted a couple of years back. The link to it doesn't seem to work now but here's the measurements he gave :-
G50/50
Bell housing face to driveshaft centreline 219
Total length to rear of extended shifter 719
Note that the G50/52 is identical to the G50/50 except for having the large donut mount. There is plenty of info on this site about cutting off the G50/52 mount or fitting the early G50/0x one, which is the same as the G50/50 mount.
My mate Lim has taken the following measurements off his G50/52:-
G50/52
Bellhousing face to driveshaft centreline 219Total length to rear of extended shifter 865
Width across driveshaft flanges 253
Dry weight with LSD 72 kg
I believe the G50/0x is about 10mm shorter in the bell housing and hence overall than the similar configuration G50/5x. and is probably slightly lighter with the smaller r & p. Someone may be able to confirm.
Here are the details I have just taken from my long bell 930 :-
930 long
Dry weight with LSD 60kg
Bell housing face to driveshaft centreline 230
Width across driveshaft flanges 249
Total length to rear of extended shifter 760 (roughly, the shifters not in my box at present)
Note that the short bell 930 is 30 mm shorter (not 1'', as stated on some sites). Therefore :-
930 short
Bell housing face to driveshaft centreline 200
Total length 730 (about)
Just watch that you're comparing apples with apples. It would be beneficial for ease of reference to show whether measurements include an integral bellhousing or not. There seems to be a mixture of both tabulated and unless you were aware it would be easy to be misled.
Cheers
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Tom, pls make me a favor,
I feel that the torque capability of many transaxle is really optimistic and does not take care of the impact factors.
Pls add to you spread sheet the following parameters, they will help to find the lyers:
1) Constant torque capability 880 Nm
2) Peak torque capability 1.250Nm
3) Output torque peak capability 9.000 Nm
4) N° of bearings supporting the shafts 3 + 3
5) Shaft center distance 85 mm
6) Width of the gears 22 - 26 mm
7) Modules used 2.5 - 3.0
8) Helical angles used 24 - 31°
9) Crown wheel diameter 235 mm
10) Material and heat treatments used on the gears 16NiCrMo12 Tremped and under low pressure carburised 3 times
I will keep my thoughts for my self by reading those numbers, but let us see who feels confortable to fill this data sheet.
I start
I feel that the torque capability of many transaxle is really optimistic and does not take care of the impact factors.
Pls add to you spread sheet the following parameters, they will help to find the lyers:
1) Constant torque capability 880 Nm
2) Peak torque capability 1.250Nm
3) Output torque peak capability 9.000 Nm
4) N° of bearings supporting the shafts 3 + 3
5) Shaft center distance 85 mm
6) Width of the gears 22 - 26 mm
7) Modules used 2.5 - 3.0
8) Helical angles used 24 - 31°
9) Crown wheel diameter 235 mm
10) Material and heat treatments used on the gears 16NiCrMo12 Tremped and under low pressure carburised 3 times
I will keep my thoughts for my self by reading those numbers, but let us see who feels confortable to fill this data sheet.
I start
Ian Anderson
Lifetime Supporter
And also in PDF
Would it be possible to add gear ratio's to the list?
Dom,
The ZF 6 speed is longer then the 5 speed so perhaps you could note that on the spreadsheet?
And only a year ago there were so few choices of transaxles!
Rick
The ZF 6 speed is longer then the 5 speed so perhaps you could note that on the spreadsheet?
And only a year ago there were so few choices of transaxles!
Rick
Lynn Larsen
Lynn Larsen
Guys,
Dom and Ian, good work! It has been a while since one of these has been done and, with all of the recent development in the area of gearboxes, this effort was over due. This information will be considered valuable to anyone considering a midengine car; not just to those of us in the GT40 ranks.
(PS: I think Wanni is wrong in his last post: interest may ebb & flow but, where transaxles are concerned, it will never go away. Rick - it is amazing isn't it?)
Based on what is listed in the spread sheet/PDF, I think that the Elite transaxle that Ian Anderson, Paul Thompson and John Lowe have posted in Elite New Transaxle should be added. Apologies ahead of time if it is there and I have just overlooked it.
Lynn
Dom and Ian, good work! It has been a while since one of these has been done and, with all of the recent development in the area of gearboxes, this effort was over due. This information will be considered valuable to anyone considering a midengine car; not just to those of us in the GT40 ranks.
(PS: I think Wanni is wrong in his last post: interest may ebb & flow but, where transaxles are concerned, it will never go away. Rick - it is amazing isn't it?)
Based on what is listed in the spread sheet/PDF, I think that the Elite transaxle that Ian Anderson, Paul Thompson and John Lowe have posted in Elite New Transaxle should be added. Apologies ahead of time if it is there and I have just overlooked it.
Lynn
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Wanni,
Does your company have any US representative?
What are the prices of your products listed on the spreadsheet?
Are your products available for aftermarket purchase today?
On a separate note about the spread sheet .... I didnt remember Richard Timte claiming a 1100 lbs torque capacity for the TRT, I think it was 800 ft pounds. I should have looked first but I'll check now.
thanks
Does your company have any US representative?
What are the prices of your products listed on the spreadsheet?
Are your products available for aftermarket purchase today?
On a separate note about the spread sheet .... I didnt remember Richard Timte claiming a 1100 lbs torque capacity for the TRT, I think it was 800 ft pounds. I should have looked first but I'll check now.
thanks
Ron Earp
Admin
As Russ mentioned earlier, the distance from the face to output shafts needs to be corrected to account for bell housings where needed. The ZF is listed at a short 142mm while the Porsche 930 is listed at 240mm. I was wanting to compare the two but it appears the ZF is not including the bell housing?
Ron
Ron
The US representive is on his way and it will have a service plant in Texas.
About prices, I can not interfere with the representative at this stage.
Normaly yes. If all the parts required are standard, you are supplied within 3 weeks.
Regards
Wanni
Sorry to be so obsolete, but I am missing the point. Could you explaine it in simple ords.
Many thanks
Wanni
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