DMA550. I can see where that could be a problem if you are changing the angles and the pivot points, but the LETSLA uses the stock pivot points and the advantage is after that point so the pivot points are identical to stock. This makes it a bolt on replacement without any modifications at all! This also makes it very easy to change when installed if you want to have more or less throw. All you need to do is use an allen wrench and then it is done. Also the Porsche 901 trans levers and linkage system are way different than the Toyota trans. I built a Factory Five Racing Cobra kit car in the past and was looking at getting the FFT GTM, but cost was to high. It had the Porsche transaxle with the linkage assembly from front to back and at the back can be complicated. On the time frame I have installed it myself in less than 10 minutes, but I have done it a few times now so when I said an hour I was being conservative for someone with just basic tools and skills. There are no mods to be done when installing except unbolting it and bolting the new one on.
BTW- I can understand the scars as I still have many from my old MR2 from dropping the motor in and out so many times. It was always great to have that nice grease gash with the blood and grease mix with the afterthought of having to clean it out and the pain.
Quote:
This seems interesting, but "1 hour if you take your time" seems very optimistic, maybe Troy can comment.
From reading the instructions, I see that adjustment of the rod ends to get the car to shift properly was a step. From my experience (with a Brandwood cable shifter on a porsche 901 trans) this can take all day to get right, and is hardly an easy process. When you get the 1st-2nd plane working the other planes fail, and each adjustment is just a compromise between each of the shift planes. Maybe with a Toyota trans this is different, but I still have scars on my wrists from doing the adjustments!
|