Evo X training videos, Look
"If a problem develops with the shifting of the transaxle, replacement of the whole unit is required"
So don't get the twin clutch transmission unless you are a glutton for punishment! It'll be another 5 speed for me that's for sure.
I bet that the Evo X will respond to a tune and exhause just as well, if not more, than my old IX... especially with the bigger turbo, intake mani, and exhaust manifold. Come on Shiv, figure that ECU out! You can dooo eeeett!
So don't get the twin clutch transmission unless you are a glutton for punishment! It'll be another 5 speed for me that's for sure.
I bet that the Evo X will respond to a tune and exhause just as well, if not more, than my old IX... especially with the bigger turbo, intake mani, and exhaust manifold. Come on Shiv, figure that ECU out! You can dooo eeeett!
Last edited by Mmelmann; Jan 28, 2008 at 05:29 PM.
"If a problem develops with the shifting of the transaxle, replacement of the whole unit is required"
So don't get the twin clutch transmission unless you are a glutton for punishment! It'll be another 5 speed for me that's for sure.
I bet that the Evo X will respond to a tune and exhause just as well, if not more, than my old IX... especially with the bigger turbo, intake mani, and exhaust manifold. Come on Shiv, figure that ECU out! You can dooo eeeett!
So don't get the twin clutch transmission unless you are a glutton for punishment! It'll be another 5 speed for me that's for sure.
I bet that the Evo X will respond to a tune and exhause just as well, if not more, than my old IX... especially with the bigger turbo, intake mani, and exhaust manifold. Come on Shiv, figure that ECU out! You can dooo eeeett!
Besides, being Getrag it should be practically indestructible. If the BorgWarner units in the VW's have been any indication, the units are pretty solid unless you do something particularly wrong (as in something you're not supposed to).
You guys are just all scared because it's just something new you don't understand.
- Patrick
Meh, I think this is more of a situation of it being a Getrag built unit, not a Mitsubishi built one. No need to rend garments and proclaim the end of the world just yet.
Besides, being Getrag it should be practically indestructible. If the BorgWarner units in the VW's have been any indication, the units are pretty solid unless you do something particularly wrong (as in something you're not supposed to).
You guys are just all scared because it's just something new you don't understand.
- Patrick
Besides, being Getrag it should be practically indestructible. If the BorgWarner units in the VW's have been any indication, the units are pretty solid unless you do something particularly wrong (as in something you're not supposed to).
You guys are just all scared because it's just something new you don't understand.
- Patrick
Mi save mucho. Mi still no save why you wouldn't answer my post over at nasioc as to why you insist on putting your name at the end of every post.
I'm teufelhund over there.-Russ
Last edited by Mmelmann; Jan 28, 2008 at 09:08 PM.
It's just something I do, mmmkay? 
Anyhoo, I don't think that the SST is going to be as big of an issue as everyone makes it out to be but we'll see.
Besides, they said that in the future they will be able to work on them, just not right now.
- Patrick
I currently work in the auto industry in an R&D capacity. It's pretty much a guarantee that any failures with the new TC-SST will be sent straight to the
or Getrag (or probably both eventually) test engineering facilities/labs where they will do a full failure analysis of the materials and design, and identify the failure mode. Initially, the goal is to get a failed gearbox back to the lab in pristine condition so as not to disturb the evidence (much like CSI). After enough failure analysis data is collected and (hopefully-not-so) routine failure modes are identified, along with their signs and symptoms, detailed failure analysis is less likely, unless a problem develops that could possibly lead to a TSB or recall. Also, since they (normally) assume they will warranty the majority of these transmission in the first few years of existence , there is no need to build a replacement parts and special tools infrastructure for them, only to re-design certain parts again, and have stale parts/tools on the shelves marked for disposal. It is also impossible to guarantee, when a part IS re-designed, that a service technician will use the correct revision if obsolete revisions were ever delivered, not to mention the waste of money getting all the stuff out in the first place.
So...long story short, don't worry about it never being field-repairable. It's still just a transmission, made of parts and bolted together, just as any other. It's not welded together or anything, they just don't plan on having their new gizmo field-repairable for a couple years is all. But believe me, once they come to grips with the new design and why it might fail, they are going to want to stop all the expensive shipping of transmissions all over the world in short order (if only to save on shipping costs).
Eventually most of the units (or parts therein) will be refurbished and placed in service again after they fail, and not simply tossed in a bin. Probably not the first few failures, as they will probably require destructive inspection on many of the parts, but after normal failure modes are established and easily identifiable, you better bet they won't just toss their little babies in the trash bin.
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Joined: Jul 2007
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From: the land between lancer and evo
sounds like someone has a job with plenty of work when and if these things start failing. I just hope and pray Mitsu didnt rush this one. Putting it in the rally art was ballzy too.
so far so good, nothing else on the lancer has failed with the CVT, well at least that i know of.
so far so good, nothing else on the lancer has failed with the CVT, well at least that i know of.
"Learning to fix them" is not really the hurdle, nor necessarily a hurdle at all technically. I find it difficult to imagine Getrag does not have detailed repair instructions available in some capacity already, and I also find it difficult that given said instructions, and parts to perform the job, a mechanic worth their salt couldn't perform any necessary repairs to it. In the military we repaired systems (aircraft) all the time considered "unrepairable" in the field, so long as higher-level maintenance, or the manufacturer rep (or ultimately of course, the unit commander as needed), signed off on it. We didn't have access to the highest-level repair manuals, but the tasks in the manuals we did have were all clearly distinguishable as Unit-level or Intermediate Maintenance-level. Doesn't mean we didn't do all 3 levels if necessary, just means there are different systems in place that normally perform the work, due to parts stock, tools availability, security, expertise, etc.
I currently work in the auto industry in an R&D capacity. It's pretty much a guarantee that any failures with the new TC-SST will be sent straight to the or Getrag (or probably both eventually) test engineering facilities/labs where they will do a full failure analysis of the materials and design, and identify the failure mode. Initially, the goal is to get a failed gearbox back to the lab in pristine condition so as not to disturb the evidence (much like CSI). After enough failure analysis data is collected and (hopefully-not-so) routine failure modes are identified, along with their signs and symptoms, detailed failure analysis is less likely, unless a problem develops that could possibly lead to a TSB or recall.
Also, since they (normally) assume they will warranty the majority of these transmission in the first few years of existence , there is no need to build a replacement parts and special tools infrastructure for them, only to re-design certain parts again, and have stale parts/tools on the shelves marked for disposal. It is also impossible to guarantee, when a part IS re-designed, that a service technician will use the correct revision if obsolete revisions were ever delivered, not to mention the waste of money getting all the stuff out in the first place.
So...long story short, don't worry about it never being field-repairable. It's still just a transmission, made of parts and bolted together, just as any other. It's not welded together or anything, they just don't plan on having their new gizmo field-repairable for a couple years is all. But believe me, once they come to grips with the new design and why it might fail, they are going to want to stop all the expensive shipping of transmissions all over the world in short order (if only to save on shipping costs).
Eventually most of the units (or parts therein) will be refurbished and placed in service again after they fail, and not simply tossed in a bin. Probably not the first few failures, as they will probably require destructive inspection on many of the parts, but after normal failure modes are established and easily identifiable, you better bet they won't just toss their little babies in the trash bin.
I currently work in the auto industry in an R&D capacity. It's pretty much a guarantee that any failures with the new TC-SST will be sent straight to the
or Getrag (or probably both eventually) test engineering facilities/labs where they will do a full failure analysis of the materials and design, and identify the failure mode. Initially, the goal is to get a failed gearbox back to the lab in pristine condition so as not to disturb the evidence (much like CSI). After enough failure analysis data is collected and (hopefully-not-so) routine failure modes are identified, along with their signs and symptoms, detailed failure analysis is less likely, unless a problem develops that could possibly lead to a TSB or recall. Also, since they (normally) assume they will warranty the majority of these transmission in the first few years of existence , there is no need to build a replacement parts and special tools infrastructure for them, only to re-design certain parts again, and have stale parts/tools on the shelves marked for disposal. It is also impossible to guarantee, when a part IS re-designed, that a service technician will use the correct revision if obsolete revisions were ever delivered, not to mention the waste of money getting all the stuff out in the first place.
So...long story short, don't worry about it never being field-repairable. It's still just a transmission, made of parts and bolted together, just as any other. It's not welded together or anything, they just don't plan on having their new gizmo field-repairable for a couple years is all. But believe me, once they come to grips with the new design and why it might fail, they are going to want to stop all the expensive shipping of transmissions all over the world in short order (if only to save on shipping costs).
Eventually most of the units (or parts therein) will be refurbished and placed in service again after they fail, and not simply tossed in a bin. Probably not the first few failures, as they will probably require destructive inspection on many of the parts, but after normal failure modes are established and easily identifiable, you better bet they won't just toss their little babies in the trash bin.
