Hello Wanni,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.
Hi Eric, you are on the right way.Hello Wanni,
This information that you request is of a highly technical nature, and some of it may only be known to the gearbox manufacturer.
I also would like to know of some of these specifications.
However, for the discussion of this forum, the main point is to compare the installation and overall basic parameters of the gearbox.
The design level parameters you seek will be difficult to find.
I also agree that the torque ratings of the gearboxes may be optomistic estimates only. And each gearbox may fail in a different manner - gear tooth failure vs beraring failure vs case distortion and binding failures, etc...
Anyway, I hope to have your continued input and learn more.
The - bellhousing - output shaft - clutch - flywheel - measurement interaction 'give and take' is a bit of a mistery to me. Can you or anyone here give a 'class' on the cause and effect of the variables and possible pitfalls?
It is not bad at all, but...My ultimate favorite is the Porsche GT2 with a GT3R mainshaft.
-Cable side shift, no rod or end linkage.
-Uses G50 style clutch components and drive flanges.
-Use of the GT3R mainshaft gives a 3.1 1st gear ratio and allows a removeable 2nd of any ratio to be fitted.
-Nice 0.75 ratio 6th gear.
-Handles well up to 700 + hp and more as proven by many Ultima builds.
-Stock Porsche motorsport LSD.
-Integral mechanical driven oil pump.
Price => $13500, with inversion procedures and oil pump modifications to allow braided oil lines for cooler fitment or direct oiling manifold.
Downside => Length is a bit long for most of the direct GT40 replicas. It is about 4" longer than your standard G50-52 unit. However no shifter on the back of the gearbox so it is a possibility!!!
Haha.... you mean like you attacked Wanni?? :lol:Wanni, why is it that you must always "test" someone. If I was Ryan, I would not accept the bait to see if you performed the correct modifications. Are these modifications which you initially made, than found unsatisfactory?? If so, it would appear that your own expertise came up short. All you needed to post was the problems encountered and the modifcations required to remedy. To me, you still apear to be just a smart ass looking for a pat on the back. I know I said this before. You claim to have supplied many OEM manufacturers with gearboxes. If that is the case, you have already proven yourself and deserve recognition, but to consistently challenge and try and belittle others who are giving a go at transaxle manufacturing is in poor taste, all in an effort to make yourself look superior. I for one would never buy one of your products, superior or not, based solely upon your attitude and presentations herein. I do not believe what you say is based upon your culture. Point in fact is Paolo. Always a gentlemen, without an air of arrogance. Not so in your case. I will now await Russ to attack me
it sounds like nobody cares in getting deeper into transaxles or it became to technical.