Metric Mechanic Getrag 265 5 speed for sale

[Glaive]

Hi to all, I have a freshly rebuilt Metric Mechanic Getrag 265 5 speed OD tranny I need to get rid of and wanted to notify the board members about its sale. I have it listed up on ebay as a buy it now basically hoping to get back what I paid for it. I am chalking the $800 I spent on cores for it as a loss. If you'd like to look over the link its listed below. Just let me know if there are any of you who might be interested and thanks for your time.

http://cgi.ebay.com/ebaymotors/ws/e...TRK:MESE:IT&viewitem=&item=250227670775&rd=1r i

 

[chicane]

Hi to all, I have a freshly rebuilt Metric Mechanic Getrag 265 5 speed OD tranny I need to get rid of and wanted to notify the board members about its sale. I have it listed up on ebay as a buy it now basically hoping to get back what I paid for it. I am chalking the $800 I spent on cores for it as a loss. If you'd like to look over the link its listed below. Just let me know if there are any of you who might be interested and thanks for your time.

http://cgi.ebay.com/ebaymotors/ws/e...TRK:MESE:IT&viewitem=&item=250227670775&rd=1r i

$2,225.00 :shock:
Good luck with the sale...

 

[ndrico]

That price seems quite high. What should someone expect to pay for this?

 

[x_atlas0]

That is the price of the unit from MM themselves, to put it in perspective. At least, it was the last time I looked, so the price is fair.

 

[dp]

of course, it sold on a buy-it-now.

Metric Mechanics (and another, former employee named Jim Blanton) completely re-engineered the synchros and bearing carriers for these transmissions. Synchros are much sturdier (near bullet proof) and instead of ball bearings they are built with roller bearings. This treatment makes them quieter, and stronger. 2250 or so for a fresh trans that you will never have to replace again is awfully cheap. Oh, roller bearings are a lot quieter too ;-)

The difference between a stock getrag and a MM re-engineered is as immediately obvious sound-wise as the difference between your average ZF 4-speed and a getrag. There is no comparison on the strength factor,

f.w.i.w. YMMV "IMHO"

 

[germanbodyman]

of course, it sold on a buy-it-now.

Metric Mechanics (and another, former employee named Jim Blanton) completely re-engineered the synchros and bearing carriers for these transmissions. Synchros are much sturdier (near bullet proof) and instead of ball bearings they are built with roller bearings. This treatment makes them quieter, and stronger. 2250 or so for a fresh trans that you will never have to replace again is awfully cheap. Oh, roller bearings are a lot quieter too ;-)

The difference between a stock getrag and a MM re-engineered is as immediately obvious sound-wise as the difference between your average ZF 4-speed and a getrag. There is no comparison on the strength factor,

f.w.i.w. YMMV "IMHO"

I have to ask you this question: how hard do you drive your classic 35 year old car that you have to use a beefed up stock transmission, and how many miles are you are you planing to put on your car, 200 000 miles?

Just my 2 cents

Martin

 

[dp]

of course, it sold on a buy-it-now.
Metric Mechanics (and another, former employee named Jim Blanton) completely re-engineered the synchros and bearing carriers for these transmissions. Synchros are much sturdier (near bullet proof) and instead of ball bearings they are built with roller bearings. This treatment makes them quieter, and stronger. 2250 or so for a fresh trans that you will never have to replace again is awfully cheap. Oh, roller bearings are a lot quieter too ;-) The difference between a stock getrag and a MM re-engineered is as immediately obvious sound-wise as the difference between your average ZF 4-speed and a getrag. There is no comparison on the strength factor, f.w.i.w. YMMV "IMHO"

I have to ask you this question: how hard do you drive your classic 35 year old car that you have to use a beefed up stock transmission, and how many miles are you are you planing to put on your car, 200 000 miles? Just my 2 cents Martin

Good questions, Martin, especially given your signature "I can't cut corners, must be the German in me!" 8)
Synchronizers pretty much always work, and work smoothly,until they are "crunched", once that happens, the odds of their going bad goes up with every missed shift. The re-engineered synchros (originally designed for racing applications by MM) dramatically reduce the likelihood of failure even with occasional missed-shifts. I suppose its a question of degrees, but these are wonderfully fine cars which in top nik are a joy to drive even at age 35+ (the car, not me :shock: ) Grinding synchros REALLY bugs me, even in a 35-year old car. For years and years I have been driving big 6 BMWs, and (truthfully) they never get much over about 4000 rpm. Many of the e9 group don't even consider that driving the car. Still, I have big plans (don't we all) for the next coupe I build for myself. Everything the way I always wanted at one time or another in any of the cars I've had. Hey, I am of German descent, what can I say? The actual benefits of amazing roller-bearing super-quiet and the strength/reliability factors aside, it would be (for me) cutting corners to save the 15-1700 bucks extra cost for a Blanton-MM trans rebuild, especially when I compare that extra cost to the (even remote) possibility of a used tranny failing a year or two down the line and needing to be replaced. I don't want that kind of surprise on a car that I am restoring for me. Heck, even if I can r&r a trans in a day (used to, maybe I still could) the value of my time, and the (possible) need to purchase a replacement makes the 15-1700 zops of cost "cheap insurance."
When I am building a car, ANY car. I do it as if it were mine and I plan to keep it. Cost cutting may make sense if I were resale-oriented more than flusterndebombe-oriented, but (like I alluded to in my post) thats just me. Your mileage may vary.

 

[wjtesquire]

I bought a Blanton/MM transmission for a 1985 Euro M635CSi about ten years ago and I believe it was worth every penny. There is just something comforting about bolting in a part/any part and never having to worry about it again. Overengineering is underrated!

 

[germanbodyman]

of course, it sold on a buy-it-now.
Metric Mechanics (and another, former employee named Jim Blanton) completely re-engineered the synchros and bearing carriers for these transmissions. Synchros are much sturdier (near bullet proof) and instead of ball bearings they are built with roller bearings. This treatment makes them quieter, and stronger. 2250 or so for a fresh trans that you will never have to replace again is awfully cheap. Oh, roller bearings are a lot quieter too ;-) The difference between a stock getrag and a MM re-engineered is as immediately obvious sound-wise as the difference between your average ZF 4-speed and a getrag. There is no comparison on the strength factor, f.w.i.w. YMMV "IMHO"

I have to ask you this question: how hard do you drive your classic 35 year old car that you have to use a beefed up stock transmission, and how many miles are you are you planing to put on your car, 200 000 miles? Just my 2 cents Martin

Good questions, Martin, especially given your signature "I can't cut corners, must be the German in me!" 8)
Synchronizers pretty much always work, and work smoothly,until they are "crunched", once that happens, the odds of their going bad goes up with every missed shift. The re-engineered synchros (originally designed for racing applications by MM) dramatically reduce the likelihood of failure even with occasional missed-shifts. I suppose its a question of degrees, but these are wonderfully fine cars which in top nik are a joy to drive even at age 35+ (the car, not me :shock: ) Grinding synchros REALLY bugs me, even in a 35-year old car. For years and years I have been driving big 6 BMWs, and (truthfully) they never get much over about 4000 rpm. Many of the e9 group don't even consider that driving the car. Still, I have big plans (don't we all) for the next coupe I build for myself. Everything the way I always wanted at one time or another in any of the cars I've had. Hey, I am of German descent, what can I say? The actual benefits of amazing roller-bearing super-quiet and the strength/reliability factors aside, it would be (for me) cutting corners to save the 15-1700 bucks extra cost for a Blanton-MM trans rebuild, especially when I compare that extra cost to the (even remote) possibility of a used tranny failing a year or two down the line and needing to be replaced. I don't want that kind of surprise on a car that I am restoring for me. Heck, even if I can r&r a trans in a day (used to, maybe I still could) the value of my time, and the (possible) need to purchase a replacement makes the 15-1700 zops of cost "cheap insurance."
When I am building a car, ANY car. I do it as if it were mine and I plan to keep it. Cost cutting may make sense if I were resale-oriented more than flusterndebombe-oriented, but (like I alluded to in my post) thats just me. Your mileage may vary.

I think its great that there are company's like MM who do re-engineering work on trannys to make them basically bullet proof and unbreakable. I just don't think there is a need for such a tranny in a e9 unless you are planning to race it or really beat on it, most of us don't do it. A good low mileage tranny (almost impossible to find) or a rebuilt stock tranny should be suitable for a e9. If it's rebuilt to factory specs it should last the lifetime of the car, since I don't think anybody uses a e9 as a daily driver who puts 200 miles on it in 10 years.

Martin

 

[velocewest]

I think its great that there are company's like MM who do re-engineering work on trannys to make them basically bullet proof and unbreakable. I just don't think there is a need for such a tranny in a e9 unless you are planning to race it or really beat on it, most of us don't do it. A good low mileage tranny (almost impossible to find) or a rebuilt stock tranny should be suitable for a e9. If it's rebuilt to factory specs it should last the lifetime of the car, since I don't think anybody uses a e9 as a daily driver who puts 200 miles on it in 10 years.

Martin

X2. The used, stock G265 behind the seriously built 3.5 in my e12 never had a single problem, through years of street use, track days and juvenile antics, and that car had a 40% limited slip and 245 series 17" tires on it. At 100k miles, my e9 still has a ZF 4 speed that works great. With used G265 OD's available for less than $300 all the time, you'd have to use up 10 of them to justify the cost of an MM rebuild.

For all the years I have admired MM's obsessive overbuilding, I've yet to buy anything from them. If you race, it might be justified, but for a street driven car it's just gilding the lily.