The comparitively large number of SPF cars have obviously been a factor in this situation, but from what I have read about it a 'new' SPF owner, or any other make for that matter is left to his own devices in order to obtain the Transaxle. Thats the nature of the beast, but it means that just because SPF etc might build 50 cars or even 100 in a given period RBT would have no way of knowing that all might wish to source the trans from him. If he were to gear up to meet the current demand it may only last for a short period, leaving him with a whole lot of expensive parts & equipment to pay for! One thing that does make me wonder is how come there are so few people that are capable of rebuilding them. I suppose parts if reqd could be a problem- I have a parallel situation with a couple of Detroit Lockers that only need three parts to make them serviceable again, but since the previous owner/company has been absorbed into a larger group it has become virtually impossible to make contact with anyone interested in suppling parts to repair-- no problem selling a whole new unit, just dont seem to want me to rebuild the old-crazy.
I note Wanni & others show little interest in 'one of' sales, also while I have not actually read this anywhere, I assume that one of the reasons that virtually nobody finish's these cars to 'Turn Key' status is for liability & warranty reasons, along with cost, leaving the end owner to shoulder these responsibilities.
Jac Mac
Jac,
the point is that we try to avoid confusion.
The day someone will be ready to perform an LS7 installation with one clutch and one bell housing, and everybody else will follow the application, that will be feasable. After that, a Ford application, the same for everybody is welcome, and so on.
I can not manage 35 different input shafts and 25 different ratio charts.
You know, everybody is interested in this business, but there is a human limit.
I do not know how others can manage it in this way and find it profittable as well.
If I was sure that I can manage the same input shaft, the same output shafts and the same gear ratios, changing only the final drive ratio in order to match the power and the tires, this would be great. I would invent a pinion without teeth, I would assemble 50 units and ship them to US to be finished with the final drive requested.
This is feasable. To fill my store with everybody dreams is not feasable.
One application = one layout with final drive freedom
another application = another layout with final drive freedom.
etc...etc....
Soon or later this will happen. We ( european manufacturers ) are already too expensive for the change rate. If we do have to charge a risk factor to the transmission......unsellable. The matter is that you are using too many different engines with too many different powers, that's why we do like to talk with complete homologate vehicle manufacturers. They are constant for a long whle.
We do have an LS7 application ready, but it is made looking for a future automation. If everybody would accept it like it is, with the same clutch, bell housing, release bearing, and so on...this would be an affordable option.
Have a look to the ratio chart.
Ciao
Wanni
This is with 3,727. We also have:2,923 - 3,364 - 3,545 - 3,875 - 4,111 - 4,333 do adapt it better to tires and engine.
