--
From: owner-stealth-3000gt-digest@list.sirius.com
(Team3S Digest)
To: stealth-3000gt-digest@list.sirius.com
Subject:
Team3S Digest V1 #81
Reply-To: stealth-3000gt
Sender: owner-stealth-3000gt-digest@list.sirius.com
Errors-To:
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Precedence:
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Team3S Digest
Saturday, January 23 1999 Volume 01 :
Number
081
----------------------------------------------------------------------
Date:
Fri, 22 Jan 1999 17:53:58 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: Lights...was regrinding the Cam pros & con question.
Oops!!!
I forgot to change the "Subject Header" on my last repost re
light
replacement. ( See below) . Sorry Team...beat and flog me.
Oh how the mighty have
fallen!
Best
Darc
>
snip
>
> I haven't had to change mine yet, but my Brother in Law had
one burn out,
> flipped at Chrysler prices, and just changed the hardware
inside with a
> jobber/after market setup and now he's into cheap bulb
replacements. I believe
> he said the whole replacement with aftermarket
harware and bulbs was around $50
> cdn...for our American veiwers, read
"Cheap"!! Look into it before picking up
> yours tommorow, unless
you like the name Bosch (which nobody can read inside the
>
fixture).
snip
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 19:02:23 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
Another Question Concerning "Well that was fun..."
Yeah, I screwed
up. The torque steer is really more a function of the open
diff
typically found on consumer cars.
The direction the crank turns can
however affect chassis geometry and
ultimately how a car steers. I
suppose in that case a transversely mounted
engine could actually offer
benefits.
Regards,
Barry
> -----Original
Message-----
> > I am curious how the configuration of the engine
mounting can have any
> >affect on a vehicle's torque steer. Seems like
torque steer would be a
> >function of the of transaxle and suspension
design - which could
> be built the
> >same way regardless of
which way the engine sits. ?
>
> You're absolutly right, it's not a
function of the engine
> configuration. If
> there was a vehicle out
there that had a rear mount engine and FWD, it
> would exibit torque steer
as well. It's just that there arent any FWD cars
> that have a paralell
mounted engine (which would also have T.S.) so it's
> blamed on the
engine, when it's actually the drive wheels. Good
>
observation.
>
> Wayne
For subscribe/unsubscribe info, our
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------------------------------
Date:
Fri, 22 Jan 1999 19:06:59 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
getrag parts
I had a similar offer from someone who is high up in an
aero-space company.
He said he could get a few made as a favor. I think
it would be great if
someone were to provide these parts to the general
public though.
I am wondering though if there is some design change that
could be
implemented to make the system last a little longer.
Anyone
out there have the knwoeldge or contacts to analyze and suggest
design
mods?
Regards,
Barry
On tranny #3 and holding (so far),
this time it is out of warranty.
> -----Original
Message-----
>
> At 08:40 AM 1/22/99 -0800, Chris wrote:
>
>But I do have access to CNC machines at my work. I may be able
to
> >help out. I run software called WorkNC which makes cutter
paths for
> >CNC's.
>
> If someone were to send me a good
part, i could whip up a solid model in
> AutoCAD and send the file to
chris in a format WorkNC could translate.
>
> Wayne
>
>
P.S. I have a connection who is having output shafts and x-fer case
input
> shafts made for both versions of spline sizes if anybody is
interested. I
> think he has a few ready to ship.
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 20:13:32 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: getrag parts
Barry E. King wrote:
snip
> I am
wondering though if there is some design change that could be
>
implemented to make the system last a little longer.
>
> Anyone out
there have the knowledge or contacts to analyze and suggest
> design
mods?
>
snip
Barry, et all;
These recent threads on
Getrag are really encouraging and as Barry suggests, improvement
in the parts
would be ideal, rather than reproducing parts with inherent design
defects.
It appears that some Getrag parts are already already available on
the east coast, (as
per a relatively recent post here) so it seems that it
will be only a matter of time
before this availability opens up. However,
improved North American parts would be ideal
as compared to the imported and
design deficient German items. It is actually hard to
believe that German
engineering is the Achilles Heel in our cars, whereas that country
is usually
noted for superior automotive workmanship. With North American
produced
transfer cases, and output shafts now available as per another
recent posting here, it
seems only a matter of time before local technology (
this list seems to almost have it
in hand) will have a better transmission
upgrade available. My hat is off to you guys.
Best
Darc
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 23:22:31 -0500
From: "Bob Fontana" <bfontana@securitytechnologies.com>
Subject:
RE: Team3S: getrag parts
I think the problem is rooted in the fact that
the gearboxes for these 300
HP cars is tiny. Tiny gears, tiny syncros,
tiny shafts, tiny bearings.
Look around at the US-made 300 HP cars (what's
left of the breed). Look at
the transmissions on some of the late
60/early 70's muscle cars! They're
BIG! Bigger transmissions mean
bigger internal parts that can withstand the
abuse.
Am I wrong on
this?
- -Bob
> However, improved North American parts would be
ideal
> as compared to the imported and design deficient German items.
It
> is actually hard to believe that German engineering is the
Achilles
> Heel in our cars, whereas that country is usually noted
for
> superior automotive workmanship.
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 23:39:07 -0500
From: Ron Thompson <rtetetet@earthlink.net>
Subject:
Re: Team3S: Another Question Concerning "Well that was fun..."
Oh boy,
Think about a gyroscope. I have a 71
Triumph Boneville and a 81 Yamaha 750
Seca. the
Boneville's engine rotation is counter clockwise
front thr right
side of the bike(anti clockwise in
the british manual)
and the Yamaha is
clockwise rotation. The Bonnie
will do wheelies at command but the Yamaha
will
only light up the tire. Transfer this to a car, if
in line, engine
torque would tranfer weight to the
right front counter acting torque steer. A
trans
verse mount will throw torque forward in the same
direction as the
tire rotation. this will increase
the effects of torque
steer.
Ron
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------------------------------
Date:
Fri, 22 Jan 1999 23:57:20 -0500
From: Ron Thompson <rtetetet@earthlink.net>
Subject:
Re: Team3S: Re: Well that was fun...long
> > and little to no
flywheel inertia to smooth out
> > the transition from power to no
power. It's like
> > pulling on the e-brake.
>
>
Interesting, is there way you could modify your car to smooth that out. An
aluminum
> flywheel, with less weight, would that allow better engine
brake transitions? Usually
> some heal-toe action eliminates this
problem, but my Vr4 kind of jerky even just around town from that.
The
lighter the flywheel the worst the tranistion.
It will snap harder. Want to
test what you have
??? Rev the engine. if the rev's come down quick,
your
flywheel is light and or your compression is
higher. If it settles to idle
slow, you have a
heavy flywheel, for smoothness and comfort.
>
>
> it's either a power slide or it wheelies and you
> > ride the rear
tire out of the turn. Now what does
> > this have to do with a car and
the price of eggs
> > in Albany?
>
> At school our
instructor told us about the half day new-drivers school. He tells them
that if they start spinning to gun it.
Yeah, you will see NASCAR drivers
do this too. The
theory is it is better to power out or spin out
than step
off and have the car snap around.
Chances are you can counter steer out of a
slide
with power on, but a snap back into a fish tail
causes panic and
recovery is doubtful.
Of course it is handy to know we have a
little
more weight than the average sports car,
This works for and
against us. Inertia works
strange ways when we get into trouble.
Extra
weight is harder to fight and accentuates the bad
charactoristics of
loosing control. I knew soon
after I bought my 93SL that I had a heavier
car
than my Eclipse right away. Tossing it through
traffic and recovery
would be another story. Then
you guys gave me the blood lust for more , and
I
had to get me a VR4. No regrets. But I think I may
go back to school, if
for nothing esle, than to
have a place to play and get a handle on
the
beast.
Ron
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 20:54:50 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: getrag parts
Bob Fontana wrote:
> I think the problem
is rooted in the fact that the gearboxes for these 300
> HP cars is
tiny. Tiny gears, tiny syncros, tiny shafts, tiny bearings.
> Look
around at the US-made 300 HP cars (what's left of the breed). Look
at
> the transmissions on some of the late 60/early 70's muscle
cars! They're
> BIG! Bigger transmissions mean bigger internal
parts that can withstand the
> abuse.
>
> Am I wrong on
this?
>
I'm not really sure Bob...sounds reasonable... but then the
300 HP engines of that same
era were bigger as well, along with the cars, and
in many of the those cases, bigger was
not better. Perhaps the problem is the
material used ( I believe Jack indicated in the
past that the synchros were
brass coated rather than brass. Maybe this was a money
saving invention
rather than improved technology?) My feeling is that improved design
in
problem areas, coupled with stronger material, will solve the problem.
Solving the
problem is something that Getrag, obviously doesn't want to deal
with, and (hurrah)
something some talented Team members have perceived as a
challenge.
Best
Darc
For subscribe/unsubscribe info, our
web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 20:47:54 -0700
From: "james berry" <fastmax@home.com>
Subject: Team3S: to
shockproof or not to shockproof
This is a multi-part message in MIME
format.
- ------=_NextPart_000_0010_01BE4648.7C4A8240
Content-Type:
text/plain;
charset="iso-8859-1"
Content-Transfer-Encoding:
quoted-printable
I purchased a 93 stealth with 35K miles, and prior to
any performance =
mods I'm going to replace all [ well maybe all ] fluids to
establish a =
baseline for my tenure as owner [ I'd hate to ever see one of
these cars =
relegated to the scrap heap]. The fluids of choice seem to be
Redline =
and I would like to know if I should go to the shockproof heavy
??????? =
Mods will be street conservative ---- 15 pounds boost, borla
ex, FIPC =
filter,springs,shocks & tires [maybe a down pipe & hi flow
cat ].Usage =
will be street bully and some small amount of track time
[willow springs =
- --Laguna seca].
PS: Gtech accelerometer --- any
comments as to accuracy [ 1/4 milers =
should have some good
feedback]
Jim [fastmax@home.com
93 " arrest me red" stealth
-
------=_NextPart_000_0010_01BE4648.7C4A8240
Content-Type:
text/html;
charset="iso-8859-1"
Content-Transfer-Encoding:
quoted-printable
<!DOCTYPE HTML PUBLIC "-//W3C//DTD W3
HTML//EN">
<HTML>
<HEAD>
<META
content=3Dtext/html;charset=3Diso-8859-1
=
http-equiv=3DContent-Type>
<META content=3D'"MSHTML 4.72.3110.7"'
name=3DGENERATOR>
</HEAD>
<BODY
bgColor=3D#ffffff>
<DIV><FONT color=3D#000000 size=3D2>I
purchased a 93 stealth with 35K =
miles, and=20
prior to any performance
mods I'm going to replace all [ well maybe all =
] fluids=20
to establish
a baseline for my tenure as owner [ I'd hate to ever see =
one of=20
these
cars relegated to the scrap heap]. The fluids of choice seem to be
=
Redline=20
and I would like to know if I should go to the shockproof
heavy ??????? =
Mods=20
will be street conservative ---- 15
pounds boost, borla ex, FIPC=20
filter,springs,shocks & tires [maybe
a down pipe & hi flow cat =
].Usage=20
will be street bully and
some small amount of track time [willow springs =
- --Laguna
seca].</FONT></DIV>
<DIV><FONT color=3D#000000
size=3D2></FONT> </DIV>
<DIV><FONT
color=3D#000000 size=3D2>PS: Gtech accelerometer --- any =
comments as
to=20
accuracy [ 1/4 milers should have some good
feedback]</FONT></DIV>
<DIV><FONT color=3D#000000
size=3D2></FONT> </DIV>
<DIV><FONT
color=3D#000000
size=3D2></FONT> </DIV>
<DIV><FONT
color=3D#000000=20
size=3D2>
=
Jim [<A=20
href=3D"mailto:fastmax@home.com">fastmax@home.com</A> &n=
bsp; =20
93
" arrest me red"
stealth</FONT></DIV></BODY></HTML>
-
------=_NextPart_000_0010_01BE4648.7C4A8240--
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 00:01:56 -0500
From: "Bob Fontana" <bfontana@securitytechnologies.com>
Subject:
RE: Team3S: getrag parts
When I was at the tranny shop, I looked at
synchros from other domestic
trannys. They were 50% bigger and also
used brass coating. The granules of
material were more coarse on the
domestic synchros.
- -Bob
> not better. Perhaps the problem is
the material used ( I believe
> Jack indicated in the
> past that
the synchros were brass coated rather than brass. Maybe
> this was a
money
> saving invention rather than improved technology?) My feeling
is
> that improved design in
> problem areas, coupled with stronger
material, will solve the
> problem.
For subscribe/unsubscribe info,
our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 21:25:33 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: to shockproof or not to shockproof
Jim;
Do not use Redline
in the tranny. Apparently it's hard on the synchros.
Perhaps Bob, Barry, Jack
or Errin (You out there Errin) can advise on
the best tranny fluid. Redline
in the rest, has been advised by the
best. :
)
Best
Darc
james berry wrote:
> I
purchased a 93 stealth with 35K miles, and prior to any performance
> mods
I'm going to replace all [ well maybe all ] fluids to establish a
>
baseline for my tenure as owner [ I'd hate to ever see one of these
> cars
relegated to the scrap heap]. The fluids of choice seem to be
> Redline
and I would like to know if I should go to the shockproof
> heavy ???????
Mods will be street conservative ---- 15 pounds boost,
> borla ex,
FIPC filter,springs,shocks & tires [maybe a down pipe & hi
> flow
cat ].Usage will be street bully and some small amount of track
> time
[willow springs --Laguna seca]. PS: Gtech accelerometer --- any
> comments
as to accuracy [ 1/4 milers should have some good
>
feedback]
Jim [fastmax@home.com
93 " arrest me
> red" stealth
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 21:31:39 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: getrag parts
Bob Fontana wrote:
> When I was at the
tranny shop, I looked at synchros from other domestic
> trannys.
They were 50% bigger and also used brass coating. The granules of
>
material were more coarse on the domestic synchros.
>
Hmmm...so you
have a clear fix on the problem it sounds like...and as an ancient
saying
notes: "He who clearly sees the question, already knows the
answer...it is inherent
within question". How do you see the fix then?
Titanium? I doubt a completely
redesigned gearbox will ever fit the limited
space. Your thoughts??
Best
Darc
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 22 Jan 1999 22:03:25 -0800
From: wce@bc.sympatico.ca
Subject: Team3S:
Admin note
Hi Team;
I just received a private e-mail from one of
the more exhaulted members of our
group. He comments on us all in a
rather oblique way, and at the same time,
modestly comments about
himself. I won't devulge his identity, but I thought
I'd share his
comment with you.
<snip>
> Personally I do not consider
being on the list a right but rather a
> privilege. To others who
don't believe it, my opinion is observe that or
> move
on.
>
>
Best (to you all)
Darc
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 05:34:12 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: to
shockproof or not to shockproof
I used to think it didn't matter about
Redline in the tranny. I used to use
BG Synchroshfift. It was an
improvement over whatever Getrag or Mitsu puts
in there from the factory but
still IMO less than satisfactory. I then
switched to Redline MTL.
I found an improvement in shifting but now I am
getting a crunchy 1-2 upshift
on a 6 speed tranny that is a little over a
year old.
I cannot 100%
attribute this to the tranny fluid at this time since the
clutch was on its
way out, so I am hoping the new clutch magically makes the
problem go
away. I am suspicous and won't know until it all goes back
together at
the end of the month.
When I drained the fluid at the time I yanked the
engine there was quite a
bit of metal on the drain plug magnet. I have
seen this before in otherwise
healthy transmissions - loosing metal from
normal wear and tear is expected
with a brand new transmission - but it is
never nice to see and gets you
wondering. I do not think MTL will be
going back in. Either MT-90 or BG
this time. Maybe the
latter. Dunno yet.
Heavy duty shockproof is definitely the way to
go in the transfer case.
When I drained the transfer case the last time the
fluid that came out
looked perfect and my transfer case shows no signs of
wear or abuse even
having to withstand almost double the intended factory
power output and my
right foot.
When I raced GP bikes I ran ATF in the
transmission case and dumped it
between races. I would have ran water
if I could. A nearly dry tranny
works great if you can keep it cool and
power losses are
significantly
reduced.
Regards,
Barry
'94
VR4
> -----Original Message-----
> Jim;
>
> Do not
use Redline in the tranny. Apparently it's hard on the synchros.
> Perhaps
Bob, Barry, Jack or Errin (You out there Errin) can advise on
> the best
tranny fluid. Redline in the rest, has been advised by the
> best. :
)
>
> Best
>
> Darc
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 08:21:59 -0500
From: "Trent" <rtrent@nlci.com>
Subject: Re: Team3S:
getrag parts
Can someone post a series of good digital pics of the
syncros, mating gears,
etc.
I suspect that any physical design changes
would require some attention to
mating parts also. A stouter, harder,
etc. synchro might translate the
falure to some other component. BTW if
the parts are brass in color, they
are most likely bronze which comes in a
wide variety of metalurgical
charactaristic flavors.
One other
alternative is if back door access to the sychros were available
again, it
would likely be cheaper to simply stock pile synchros.
P.S. Thanks Paul
Klusman for a good thread!
Regards,
DaveT/92TT
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 13:29:59 -0800
From: "Bill" <compren@lightspeed.net>
Subject:
Re: Team3S: to shockproof or not to shockproof
>switched to Redline
MTL. I found an improvement in shifting but now I am
getting a crunchy
1-2 upshift on a 6 speed tranny that is a little over a
Switched from
factory to Mobil-1 Synthetic and most of the stiffness went
away, but is now
coming back about 8 months later...
>When I drained the fluid at the
time I yanked the engine there was quite a
bit of metal on the drain plug
>magnet. I have seen this before in
otherwise healthy .
This
is why I changed mine when factory fluid showed quite a bit of metal
after
20k miles...
- -Bill
For subscribe/unsubscribe info, our web page
is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 13:46:32 -0800
From: "Jose Soriano" <amahoser@linkline.com>
Subject:
Team3S: Attempted Theft!
About midnight a couple of nights ago, I was at
home having a "nic fit" and
decided to go and buy some cigarrettes. I caught
two guy breaking into my
Stealth RT Turbo. I chased them down the block but
they got away. All that
was stolen was my faceplate. I got lucky. WHY DIDN'T
THE FACTORY ALARM WORK?
It seemed that they pryed my door handle assembly out
to work on the lock. I
have the top of the line Clarion CD player with
motorized faceplate,
Mc'Intosh amp, Orion Amp, DSP/EQ/crossover unit,
changer, custom box with 4
eights (isobaric and ported), digital fiber optic
cables, and Boston Pro and
Mc'Intosh speakers. I should feel luck they only
got my faceplate ($200 to
replace plus about $70 for the door handle
assembly). Anyways I pulled my
system out of the car since I can't listen to
it without the faceplate
anyways. I cleared out my garage today (major
task since it has been used
for storage of miscellanious stuff plus five
motorcycles) and the car is
gonna live in there from now on. Geez, you work
your ass off for nice stuff
and it almost seems not worth it to own nice
stuff! I tested the alarm by
arming it and unlocking it from the inside and
it worked! I don't know why
it didn't work that night ...... any
clues?
I'm off to go buy an aftermarket alarm!
Jose Soriano
Amahoser@Linkline.com
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 14:49:04 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
Attempted Theft!
Not that this is much help, but the factory alarm in my
'94 VR4 was kind of
flakey too. It always armed but didn't always go
off, even when being
rather agressive about forcing it to do so. Other
times it behaved as one
might expect. *shrug*
My aftermarket
alarm was pretty much foolproof until it started acting up
and had to be
disabled since noone, including the manufacturer, has been
able to diagnose
the problem. It was almost too well installed. You have
to remove
the dash and front fenders to get at it which means it would be
extremely
difficult to disable outside the car in a parking lot, but it sure
makes it a
PITA when trying to figure out what is wrong with
it.
Barry
> -----Original
Message-----
<snipped>
> I tested the alarm by
>
arming it and unlocking it from the inside and it worked! I don't know
why
> it didn't work that night ...... any clues?
>
> I'm off
to go buy an aftermarket alarm!
>
> Jose Soriano
> Amahoser@Linkline.com
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 23 Jan 1999 17:37:52 -0500
From: Brian Danley <bcdmad@concentric.net>
Subject:
RE: Team3S: Admin note
I'm sorry guy's If I spoke out of line
recently. This is a Admin issue and
I will leave it to the Admins in
the future (they have done a great job) .
I don't get worked up easy,
but dislike any comments with demeaning
context towards any member of the
list. Lets keep this list as it is..
awesome... no flames, just
good ideas and experiences.
Thanks,
Brian Danley AKA
Gammara
#0007
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------------------------------
Date:
Sat, 23 Jan 1999 19:03:57 EST
From: MrX2111@aol.com
Subject: Re: Team3S:
Attempted Theft!
I wish I had your luck I lost 5 grand in audio equipment
8(
Xannieria
3SI #130
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------------------------------
Date:
Sat, 23 Jan 1999 20:34:36 -0800
From: wce@bc.sympatico.ca
Subject: Team3S:
Getrag parts summation/suggestions
Hi Group;
Here's a summation on
Getrag parts discussion to date
1.) Dave T. (rtrent@nlci.com) hopefully will have a series
of good
photos scanned to him for consideration in his project: to
refabricate
and resign the flawed parts for our trannies, here in good old
North
America. Brad ( bbedell@texas.net ) has indicated he can
supply his
complete set of OE replacement synchros and hubs for this
R&D project
study--but requires them back. Generosity doesn't get much
better than
this.
2) Max (NYMaxxNY@AOL.COM) indicated
that he had OE Getrag parts,
and that they were available (backdoor?) :
bearings and seals for 5/6
speeds and new 18/25 spine output shafts
(made in Italy) as well as.
This seems to be a startling breakthrough,
whereas both Mitsu and
Chrysler have indicated that Getrag parts were not
available, and
complete trannies had to be purchased (or swapped out) instead
of local
rebuilds with supplied parts. Getrag also has indicated a reluctance
to
avail parts and only Jack T. (xwing@execpc.com) has been
successful in
behind the scenes negotiating with them, and a group
acquisition of
synchros was obtained through him as an unofficial Getrag
favour. That
was a one time affair and essentially a favour by an unnamed
individual
to Jack. Getrag company policy, was still, at last note, not to
supply
replacement parts to the public or dealers. Letters from both
Bob
Fontana (bfontana@securitytechnologies.com)
and Jack T (see e-mail
address above) have been posted to group to keep us
apprised of
developements in this area.
An address/phone/e-mail and
price list might be helpful for the
prementioned post by Max..
3)
Expert knowledge of the faulty areas in the trannies is likely
available from
Jack T. , Bob F., and others who have taken apart,
examined, and
rebuilt the darn things. Brain storming with them would
likely be of benifit
to any or all who want to redesign/replace parts as
a small enterprize. This
list has proven to be a great Think Tank and
forum for those talented
individiauls who are tackling this problem and
further input is welcomed and
encouraged.
5) Paul Klusman (Klusmanp@aol.com), since you seem to have
incited added
interest in this topic of recent, why not contact all team
members noted
herein (and obviously others) and form a Think Tank/R&D
subgroup, and
get back to us intermittenly with updates that involve
offline
discussion?. This is a ball not worth
dropping.
Best
Darc
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