Team3S: 3000GT & Stealth  Thursday, February 14 2002  Volume 01 : Number 753




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Date: Wed, 13 Feb 2002 16:05:34 +0100
From: "Roger Gerl" <roger.gerl@bluewin.ch>
Subject: Team3S: OT : Be aware : New Audi RS6 !!

I got an invitation today to drive the new Audi RS6 (sometimes it's good
also to own an Audi A8). The prospectus wided my eyes

450hp, 4.2l TwinTurbo V8 ... I guess this is what we all want in our bay,
gulps.

The car comes as a 4-door sedan or station wagon only with Quattro ...
otherwise the power would never be able to transmitted to the ground. With
its power and extremely high tourque of around 600Nm it will kill almost
everything on our road. My normal aspirated Audi A8 already has 310hp and a
good 400Nm of torque and is the very same 40 valve 4.2l engine like the new
TT. I definitely will check out the turbo kit. Reminds me to upgradign an SL
to a VR4. But the price difference is enormous (around 50k) and I cant wait
to get such an engine in my family car LOL. Also the car is equipped with
Porsche brakes all around, aluminum frame, aluminum engine, KKK
turbochargers, magnesium-titanium exhaust, air controlled suspension,
aggressive heavy look......... No limited production but probably very, very
expensive !!

Roger
93'3000GT TT
www.rtec.ch

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 11:33:40 EST
From: ARPCAxPREZ@aol.com
Subject: Re: Team3S: OT : Be aware : New Audi RS6 !!

In a message dated 2/13/02 10:06:28 AM Eastern Standard Time,
roger.gerl@bluewin.ch writes:

<< 450hp, 4.2l TwinTurbo V8 ... I guess this is what we all want in our bay,
>>

Which body is this car............A6 ?..........A8 ?
Thanks
Brad

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 17:53:28 +0100
From: "Roger Gerl" <roger.gerl@bluewin.ch>
Subject: Re: Team3S: OT : Be aware : New Audi RS6 !!

2001 A6 ... more aggressive, two mufflers, two oval exhaust pipes, quad
xenon lights. The A8 is currently reshaped but the same body my A8 has is
now carring the W12 engine with around 420hp.

> << 450hp, 4.2l TwinTurbo V8 ... I guess this is what we all want in our
bay,
> >>
>
> Which body is this car............A6 ?..........A8 ?
> Thanks
> Brad

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 12:47:52 -0500
From: pvg1@daimlerchrysler.com
Subject: Re: Team3S: Montero crank swap?

>I see two items that might prevent this: journal outer
>diameters and pin outer diameters are different.

It would be cool to have a 3.5L 3S! Maybe even 3.6L with a bored-out block.
If the bore spacing is the same then a different crank could be made to fit
with more or less success. Rod pin diameters are not a problem because
custom shorter rods (and maybe shorter piston skirts) will be required
anyway. But different diameter and/or width main journals are more
difficult. Jeff, can you check what that difference in diameters is?

Philip

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 10:53:25 -0700
From: "Floyd, Jim" <Jim_Floyd@maxtor.com>
Subject: Team3S: Montero crank swap ?  -  Frank's input ?

There was a long thread on this w while back over on 3SI.
I believe Frank Martin of Kormex had quite a bit of input.
I have copied him, perhaps he will bring us up to speed.
This would keep Jeff from having to reinvent the wheel.

- -----Original Message-----
From: pvg1@daimlerchrysler.com [mailto:pvg1@daimlerchrysler.com]
Sent: Wednesday, February 13, 2002 10:48 AM
To: team3s@team3s.com
Subject: Re: Team3S: Montero crank swap?

>I see two items that might prevent this: journal outer
>diameters and pin outer diameters are different.

It would be cool to have a 3.5L 3S! Maybe even 3.6L with a bored-out block.
If the bore spacing is the same then a different crank could be made to fit
with more or less success. Rod pin diameters are not a problem because
custom shorter rods (and maybe shorter piston skirts) will be required
anyway. But different diameter and/or width main journals are more
difficult. Jeff, can you check what that difference in diameters is?

Philip

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 16:48:55 -0500
From: "Zobel, Kurt" <KURT.ZOBEL@ca.com>
Subject: RE: Team3S: Machining a pressure plate

I would take it TO a machine shop.  If it's only slight damage, there really should not be a problem. In person, they may be more willing. Not sure of pressure plate treatment that might be compromised?

Kurt 

- -----Original Message-----
From: Mark Wendlandt [mailto:stealth_tt@hotmail.com]
Sent: Tuesday, February 12, 2002 6:05 PM
To: team3s@stealth-3000gt.st
Subject: Team3S: Machining a pressure plate


I know that I have seen some that have had pressure plates machined(Mikael).
  Does anybody know where this could be done?  I called a couple of machine
shops and they don't want to touch it.  I have an ACT with only 2K on it and
I would like to just replace the disk if possible.

Mark Wendlandt
'91RT/TT

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 16:52:32 -0500
From: "Zobel, Kurt" <KURT.ZOBEL@ca.com>
Subject: RE: Team3S: RE: Tein

JC Whitney has the spring compressors for under $20 I believe.
kdz

- -----Original Message-----
From: Furman, Russell [mailto:RFurman2@MassMutual.com]
Sent: Tuesday, February 12, 2002 11:14 AM
To: 'Willis, Charles E.'
Cc: 'Team 3S'
Subject: RE: Team3S: RE: Tein

This isn't, now finding a place that can do an alignment correctly the first
time on our cars is another story altogether. 

> -----Original Message-----
> From: Willis, Charles E. [SMTP:cewillis@TexasChildrensHospital.org]
> Sent: Tuesday, February 12, 2002 2:08 PM
> To: 'jeffv@1nce.com'; Team3s Tech List; dschilberg@pobox.com
> Subject: RE: Team3S: RE: Tein
>
> Jeff is not exaggerating - although I find it easier to change the struts
> with the wheels off.  Front struts have more than 2 nuts up top.  And
> don't
> forget the ECS connectors! Also the front struts have ABS sensors
> attached.
>
> As for the buggaboo about the mysterious spring compressor - Autozone has
> one for about $25, and they'll probably loan it to you if you put down a
> deposit.
>
> This is NOT a big job.
>
> Chuck Willis
>
> > -----Original Message-----
> > From: Jeff VanOrsdal [SMTP:jeffv@1nce.com]
> > Sent: Tuesday, February 12, 2002 12:37 PM
> > To: Team3s  Tech List; dschilberg@pobox.com
> > Subject: RE: Team3S: RE: Tein
> >
> > Actually, it is very close to being one bolt.  The rear struts
> disconnect
> > with one nut at the bottom and two nuts up top. That's it. You honestly
> > don't even need to pull the wheels off to do the rear struts. (Although
> > the
> > car obviously needs to be jacked up)

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 16:07:38 -0600
From: "Jannusch, Matt" <mjannusch@marketwatch.com>
Subject: RE: Team3S: Machining a pressure plate

> I would take it TO a machine shop.  If it's only slight
> damage, there really should not be a problem. In person, they
> may be more willing. Not sure of pressure plate treatment
> that might be compromised?

The problem with machining the plate is that you can only take off a hair's
worth of material before it starts affecting the clamping force of the
plate.  I haven't seen it mentioned anywhere how much is okay, although it
would probably be best to just ask Dirk at ACT:

info@advancedclutch.com or 661-940-7555

- -Matt
'95 3000GT Spyder VR4

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 15:18:49 -0700
From: "Floyd, Jim" <Jim_Floyd@maxtor.com>
Subject: Team3S: Montero crank swap ?  -  Frank's input ?

FYI

- -----Original Message-----
From: kormex [mailto:kormex@earthlink.net]
Sent: Wednesday, February 13, 2002 1:13 PM
To: Floyd, Jim
Subject: Re: Montero crank swap ? - Frank's input ?

Jim,
The Montero 3.5 engine has a longer stroke ,so you would need to cutom make
connecting rods ,also you need to check for block clearance and maybe even
cut the inside of the block for clearance like they do to stroke the ford
302's

Yes Jim I remember the thread ,I even measures some parts of the 3.5 engine
as I was typing ,the thread should still be around .

Frank Martin

- ----- Original Message -----
From: Floyd, Jim <Jim_Floyd@maxtor.com>
To: <pvg1@daimlerchrysler.com>; <team3s@team3s.com>
Cc: 'Frank Martin' <kormex@earthlink.net>
Sent: Wednesday, February 13, 2002 9:53 AM
Subject: Montero crank swap ? - Frank's input ?

> There was a long thread on this w while back over on 3SI.
> I believe Frank Martin of Kormex had quite a bit of input.
> I have copied him, perhaps he will bring us up to speed.
> This would keep Jeff from having to reinvent the wheel.
>
> -----Original Message-----
> From: pvg1@daimlerchrysler.com [mailto:pvg1@daimlerchrysler.com]
> Sent: Wednesday, February 13, 2002 10:48 AM
> To: team3s@team3s.com
> Subject: Re: Team3S: Montero crank swap?
>
> >I see two items that might prevent this: journal outer
> >diameters and pin outer diameters are different.
>
> It would be cool to have a 3.5L 3S! Maybe even 3.6L with a bored-out
block.
> If the bore spacing is the same then a different crank could be made to
fit
> with more or less success. Rod pin diameters are not a problem because
> custom shorter rods (and maybe shorter piston skirts) will be required
> anyway. But different diameter and/or width main journals are more
> difficult. Jeff, can you check what that difference in diameters is?
>
> Philip

***  Info:  http://www.Team3S.com/Rules.htm  ***

------------------------------

Date: Thu, 14 Feb 2002 11:09:02 +0800
From: "John Stegall III" <jstegall@programmer.net>
Subject: Team3S: Tranny Issues (REALLY LONG)

Hi list.  I know I'm a little late on this post and tranny problems, but I've got some questions about it all.  I've been part of the list almost a year, and I've sat and read many lists regarding our trannies.  I've done a search on trannies and read through all of the archives, but that just made me more confused.

I've read our trannies fail religiously at 60K-70K miles.  I've also heard they typically last to 100K miles and I've read a post or two of people saying they're on the original tranny at 120K+ miles.  My question, is it the whole tranny that fails and needs to be replaced, or just the xfer case?  I've heard mostly that the problem is the syncros, I'd appreciate more detail.  Also, what is the cost to replace the xfer case, or tranny, whichever it is that fails?

I'm hearing a great deal about leaks, and "venting" with the 2nd gen Getrags.  Mine is leaking/venting, which I'm not sure yet.  Unfortunately, I know little about these cars hands on, and I wouldn't dare to try and pull my tranny by myself (though I'd love to learn).  It's been about 6 weeks since I've had an oil change, and I'd guess my fluid is probably rather low as much as it's been leaking, but the tranny still shifts like butter... original tranny, at 70k miles.  I live in so. cal (OC to be exact), so I'd appreciate any help anyone close can give me (reputable shops, willing to teach me, etc). 

Also, I know Kormex is right here in my backyard, not even a 1/2 hour from me.  I've read a few times they have replacement parts, redesigned parts, and upgrades.  Are these worth it for me at 70k miles, or should I wait?  I've also heard someone (Merrit?) mention another shop that does alot of DSM tranny stuff and wanting to see if they'll do work for our trannies.  Is this in progress?

I'm sorry for all the questions, but the list has confused me immensely as to tranny issues we have.  On another note, I owned a 550+HP 1993 Eagle Talon TSI (AWD), I didn't think the tranny was bad at all, and did some of my own work on the tranny and replacing parts.  I went through two trannies while I had the car, the first one was due when I bought the car.  The second, a new one, with upgrade parts, I never, ever had a problem with.  Sold the car to a car collector in Oregon to buy my 3000GT.

- -- John
1994 3000GT VR-4 (stock)

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 19:07:13 -0800
From: "fastmax" <fastmax@cox.net>
Subject: Team3S: Blitz BOV

BOV question ---- What the hell is the adjustment for ?????

It appears to have a minimal range of adjustment which in turn allows
limited pressure change on the piston --- under what conditions would
I want more or less piston pressure. It just doesn't seem like there is
a significant amount of change.

FWIW --- I encountered no hesitation or stalling as a result of dumping
the air in the system rather than putting it back into the intake.In addition
I adjusted the spring from min to max with no apparent change in operation.

        Jim Berry

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 21:25:55 -0600
From: Merritt <merritt@cedar-rapids.net>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

>I've read our trannies fail religiously at 60K-70K miles.  I've also heard
they typically last to 100K miles and I've read a post or two of people
saying they're on the original tranny at 120K+ miles.  My question, is it
the whole tranny that fails and needs to be replaced, or just the xfer
case?  I've heard mostly that the problem is the syncros, I'd appreciate
more detail.

It SEEMS that the syncros on 2nd gens 6 speeds wear out at about 60,000
miles, give or take, no matter how you drive the car: easy, bang shift,
drag race or whatever. Some people last longer, and some fail at 30,000
miles. A year or so ago, somebody did a study of people who reported failed
trannies, and 60K was the magic number.

If it crunches on the 1-2 upshift or the 3-2 downshift, it's the synchro.
You gotta get it fixed, too, because it has a nasty habit of locking up and
then locking all four wheels (this may be an urban rumor, because I don't
recall this actually happening to anyone)

>Also, what is the cost to replace the xfer case, or tranny, whichever it
is that fails?

On a 6 speed, Satan replaces the tranny with a factory rebuilt, and the
entire job with parts and labor is about $3K. Buy an aftermarket warranty
if you still can.
>
>I'm hearing a great deal about leaks, and "venting" with the 2nd gen
Getrags.  Mine is leaking/venting, which I'm not sure yet.

My brand new factory rebuilt started that about three months after
installation and Satan would not honor the warranty. They tried to install
a factory fix, which required almost the complete dismantling of the car to
install a 29cent seal, but it didn't work. It's terrible to see a pool of
tranny fluid under a $48,000 car, but Satan doesn't seem to care.

>Also, I know Kormex is right here in my backyard, not even a 1/2 hour from
me.  I've read a few times they have replacement parts, redesigned parts,
and upgrades.  Are these worth it for me at 70k miles, or should I wait?
I've also heard someone (Merrit?) mention another shop that does alot of
DSM tranny stuff and wanting to see if they'll do work for our trannies.
Is this in progress?

I sent them an e-mail, but they have yet to respond. I take it that means
they can't fix our cars.
>
Rich/slow old poop/94 VR4/on its 2nd Getrag

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 20:04:01 -0800
From: "radanc" <radanc@cox.net>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

Maybe thats why their called Satan.

- ----- Original Message -----
From: "Merritt" <merritt@cedar-rapids.net>
To: "John Stegall III" <jstegall@programmer.net>; <team3s@stealth-3000gt.st>
Sent: Wednesday, February 13, 2002 7:25 PM
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

> >I've read our trannies fail religiously at 60K-70K miles.  I've also
heard
> they typically last to 100K miles and I've read a post or two of people
> saying they're on the original tranny at 120K+ miles.  My question, is it
> the whole tranny that fails and needs to be replaced, or just the xfer
> case?  I've heard mostly that the problem is the syncros, I'd appreciate
> more detail.
>
> It SEEMS that the syncros on 2nd gens 6 speeds wear out at about 60,000
> miles, give or take, no matter how you drive the car: easy, bang shift,
> drag race or whatever. Some people last longer, and some fail at 30,000
> miles. A year or so ago, somebody did a study of people who reported
failed
> trannies, and 60K was the magic number.
>
> If it crunches on the 1-2 upshift or the 3-2 downshift, it's the synchro.
> You gotta get it fixed, too, because it has a nasty habit of locking up
and
> then locking all four wheels (this may be an urban rumor, because I don't
> recall this actually happening to anyone)
>
> >Also, what is the cost to replace the xfer case, or tranny, whichever it
> is that fails?
>
> On a 6 speed, Satan replaces the tranny with a factory rebuilt, and the
> entire job with parts and labor is about $3K. Buy an aftermarket warranty
> if you still can.
> >
> >I'm hearing a great deal about leaks, and "venting" with the 2nd gen
> Getrags.  Mine is leaking/venting, which I'm not sure yet.
>
> My brand new factory rebuilt started that about three months after
> installation and Satan would not honor the warranty. They tried to install
> a factory fix, which required almost the complete dismantling of the car
to
> install a 29cent seal, but it didn't work. It's terrible to see a pool of
> tranny fluid under a $48,000 car, but Satan doesn't seem to care.
>
> >Also, I know Kormex is right here in my backyard, not even a 1/2 hour
from
> me.  I've read a few times they have replacement parts, redesigned parts,
> and upgrades.  Are these worth it for me at 70k miles, or should I wait?
> I've also heard someone (Merrit?) mention another shop that does alot of
> DSM tranny stuff and wanting to see if they'll do work for our trannies.
> Is this in progress?
>
> I sent them an e-mail, but they have yet to respond. I take it that means
> they can't fix our cars.
> >
> Rich/slow old poop/94 VR4/on its 2nd Getrag

***  Info:  http://www.Team3S.com/Rules.htm  ***

------------------------------

Date: Wed, 13 Feb 2002 23:10:02 -0500
From: Mike <mike21b@dejazzd.com>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

John, if Kormex is nearby then you should go visit them. They don't answer emails because I don't think they read them very often, but will talk to you on the phone if you call.

I have 150,000 miles on my 92 RT/TT. Original transmission. Yep, it crunches into 2nd upshifting and downshifting.  (5 speed transmissions are no better than the newer 6 speeds).

So, I will be replacing it soon - and the transfer case, which the local Mitsu dealer said was "so bad it can't possibly be AWD any more" - although, in the snow, all 4 wheels will spin.

I'd like to hear more on Kormex. Never heard anything bad about them.

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Wed, 13 Feb 2002 20:27:11 -0800
From: "fastmax" <fastmax@cox.net>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

- ----- Original Message -----
From: "John Stegall III" <jstegall@programmer.net>
To: <team3s@stealth-3000gt.st>

>leaking, but the tranny still shifts like butter... original tranny, at 70k miles.  I live in so. cal (OC to >be exact), so I'd
appreciate any help anyone close can give me (reputable shops, willing to teach >me, etc).

If it ain't broke don't fix it !!!! Contrary to Merritt's comment about the four wheel
lockup the transmission does not fail catastrophically, synchros wear and the shifts
just get noisier and noisier. The transfer case on the other hand could lock up the
rears.
======================================================

>Also, I know Kormex is right here in my backyard, not even a 1/2 hour from me.  I've read a few >times they have replacement parts,
redesigned parts, and upgrades.

Kormex sells their version of the synchros along with a bearing set and an output
shaft [ I don't think they make the shaft ]. They sell reconditioned transmissions,
good used parts with new bearings. I think Frank bought some new transmissions
a year or so ago but you need to ask him about that.

        Jim Berry

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Thu, 14 Feb 2002 19:12:22 +1300
From: "Steve Cooper" <scooper@paradise.net.nz>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

Where I live if you have a gearbox problem you just take it out and take it
to the local gearbox specialist. Non of this b.s. that you guys go through.
Parts ARE available.
The worn synchros are just annoying and not dangerous.
The lockups are caused by the transfer case loosing oil. Check it regularly
and you'll be OK. Note Nissan pulsar GTiRs also have lockup problems when
they loose oil so we are not alone.

Steve

***  Info:  http://www.Team3S.com/Rules.htm  ***

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Date: Thu, 14 Feb 2002 04:30:03 -0500
From: "Bill vp" <billvp@highstream.net>
Subject: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?

What would be the problem with running a G-Force ECU with upgraded injectors
& pump, along with 15G's at whatever boost pressure is seen to be knock-free
according to a datalogger?  Supposedly it will give the ecm new fuel maps
and will help with the timing retard problems associated with installing new
injectors & fooling the ecm as to airflow.  Why can we not just run this?  I
understand that I would not get the gain that is associated with removing
the mass airflow sensor, but if that is the only reason, it is not enough to
dissuade me.  I want something that is fairly simple -- plug 'n play, and
doesn't require endless tuning depending upon the various weather changes.

***  Info:  http://www.Team3S.com/Rules.htm  ***

------------------------------

Date: Thu, 14 Feb 2002 09:02:05 -0500
From: "Furman, Russell" <RFurman2@MassMutual.com>
Subject: RE: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?

The biggest problem is coming up with corrected fuel maps to adjust for the
increased fuel, then of course you need to remove fuel cut and come up with
adjusted timing maps...... May want to rethink this idea a bit?

> -----Original Message-----
> From: Bill vp [SMTP:billvp@highstream.net]
> Sent: Thursday, February 14, 2002 4:30 AM
> To: team3/S
> Subject: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?
>
> What would be the problem with running a G-Force ECU with upgraded
> injectors
> & pump, along with 15G's at whatever boost pressure is seen to be
> knock-free
> according to a datalogger?  Supposedly it will give the ecm new fuel maps
> and will help with the timing retard problems associated with installing
> new
> injectors & fooling the ecm as to airflow.  Why can we not just run this?
> I
> understand that I would not get the gain that is associated with removing
> the mass airflow sensor, but if that is the only reason, it is not enough
> to
> dissuade me.  I want something that is fairly simple -- plug 'n play, and
> doesn't require endless tuning depending upon the various weather changes.

***  Info:  http://www.Team3S.com/Rules.htm  ***

------------------------------

Date: Thu, 14 Feb 2002 09:08:26 -0500
From: "Furman, Russell" <RFurman2@MassMutual.com>
Subject: RE: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?

As an addendum to this Bryce Danna sort of went this route and did a MAF
bypass on his MKIV single turbo set up. He used a G-Forced ECU to get his
fuel curve "in the ball park" and then used a Fields SFC to do the fine
tuning.  So it can be done but as he put it "I tried make a sprinter run a
marathon with a 20 lb bag of bricks strapped to themself"

> -----Original Message-----
> From: Furman, Russell
> Sent: Thursday, February 14, 2002 9:02 AM
> To: 'Bill vp'
> Cc: 'Team 3S'
> Subject: RE: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?
>
> The biggest problem is coming up with corrected fuel maps to adjust for
> the
> increased fuel, then of course you need to remove fuel cut and come up
> with
> adjusted timing maps...... May want to rethink this idea a bit?
>
> > -----Original Message-----
> > From: Bill vp [SMTP:billvp@highstream.net]
> > Sent: Thursday, February 14, 2002 4:30 AM
> > To: team3/S
> > Subject: Team3S: gforce ecu upgrade only (no vpc/safc or arc2)?
> >
> > What would be the problem with running a G-Force ECU with upgraded
> > injectors
> > & pump, along with 15G's at whatever boost pressure is seen to be
> > knock-free
> > according to a datalogger?  Supposedly it will give the ecm new fuel
> maps
> > and will help with the timing retard problems associated with installing
> > new
> > injectors & fooling the ecm as to airflow.  Why can we not just run
> this?
> > I
> > understand that I would not get the gain that is associated with
> removing
> > the mass airflow sensor, but if that is the only reason, it is not
> enough
> > to
> > dissuade me.  I want something that is fairly simple -- plug 'n play,
> and
> > doesn't require endless tuning depending upon the various weather
> changes.

***  Info:  http://www.Team3S.com/Rules.htm  ***

------------------------------

Date: Thu, 14 Feb 2002 08:16:16 -0600
From: "Black, Dave (ICT)" <dblai@allstate.com>
Subject: RE: Team3S: Tranny Issues (REALLY LONG)

Hi John,

You can also try MDAuto in CA http://www.mdautoca.com 619-390-0450.  I got
my 3rd tranny from them (leaking seal).  They were a little cheaper than
Kormex as they gave me a good deal.  There is also Southern Gear in GA -
http://yp.bellsouth.com/sites/southerngear/

HTH

Dave 95VR4
http://www.daveblack.net

> -----Original Message-----
> From: John Stegall III [SMTP:jstegall@programmer.net]
> Sent: Wednesday, February 13, 2002 9:09 PM
> To: team3s@stealth-3000gt.st
> Subject: Team3S: Tranny Issues (REALLY LONG)
>
> Hi list.  I know I'm a little late on this post and tranny problems, but
> I've got some questions about it all.  I've been part of the list almost a
> year, and I've sat and read many lists regarding our trannies.  I've done
> a search on trannies and read through all of the archives, but that just
> made me more confused.
>
> I've read our trannies fail religiously at 60K-70K miles.  I've also heard
> they typically last to 100K miles and I've read a post or two of people
> saying they're on the original tranny at 120K+ miles.  My question, is it
> the whole tranny that fails and needs to be replaced, or just the xfer
> case?  I've heard mostly that the problem is the syncros, I'd appreciate
> more detail.  Also, what is the cost to replace the xfer case, or tranny,
> whichever it is that fails?
>
> I'm hearing a great deal about leaks, and "venting" with the 2nd gen
> Getrags.  Mine is leaking/venting, which I'm not sure yet.  Unfortunately,
> I know little about these cars hands on, and I wouldn't dare to try and
> pull my tranny by myself (though I'd love to learn).  It's been about 6
> weeks since I've had an oil change, and I'd guess my fluid is probably
> rather low as much as it's been leaking, but the tranny still shifts like
> butter... original tranny, at 70k miles.  I live in so. cal (OC to be
> exact), so I'd appreciate any help anyone close can give me (reputable
> shops, willing to teach me, etc). 
>
> Also, I know Kormex is right here in my backyard, not even a 1/2 hour from
> me.  I've read a few times they have replacement parts, redesigned parts,
> and upgrades.  Are these worth it for me at 70k miles, or should I wait?
> I've also heard someone (Merrit?) mention another shop that does alot of
> DSM tranny stuff and wanting to see if they'll do work for our trannies.
> Is this in progress?
>
> I'm sorry for all the questions, but the list has confused me immensely as
> to tranny issues we have.  On another note, I owned a 550+HP 1993 Eagle
> Talon TSI (AWD), I didn't think the tranny was bad at all, and did some of
> my own work on the tranny and replacing parts.  I went through two
> trannies while I had the car, the first one was due when I bought the car.
> The second, a new one, with upgrade parts, I never, ever had a problem
> with.  Sold the car to a car collector in Oregon to buy my 3000GT.
>
> -- John
> 1994 3000GT VR-4 (stock)

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Date: Thu, 14 Feb 2002 07:52:03 -0800
From: "fastmax" <fastmax@cox.net>
Subject: Re: Team3S: Tranny Issues (REALLY LONG)

Steve --- what new parts are available for you --- bearings, output shafts and
Kormex syncro rings are available, every thing else is used.

Knocklink --- if you can get a total on the unit plus shipping I'll get you the
money and test a unit out with my data logger. Does Paypal do international
transfers ???

        Jim Berry
============================================
- ----- Original Message -----
From: "Steve Cooper" <scooper@paradise.net.nz>


| Where I live if you have a gearbox problem you just take it out and take it
| to the local gearbox specialist. Non of this b.s. that you guys go through.
| Parts ARE available.
| The worn synchros are just annoying and not dangerous.
| The lockups are caused by the transfer case loosing oil. Check it regularly
| and you'll be OK. Note Nissan pulsar GTiRs also have lockup problems when
| they loose oil so we are not alone.
|
| Steve

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End of Team3S: 3000GT & Stealth V1 #753
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