In the times of ESP and a lot of other elecronics which influence the suspension, the weight distribution still plays an important role. Otherwise manufacturers such as, e.g, Aston Martin would not take on the disadvantages of the transaxle principle:
- more complex construction,
- somewhat higher weight,
- less usability
of the available space,
- higher drive-shaft RPMs.
However the advantage lies not only in the weight of the gearbox, which is now installed behind, but also the engine can be placed a little further to the rear
(almost as a mid-engine). In addition, more space in the front-end is made available for the crumple-zone, which is important in the event of a frontal crash. Also, in constrast to a genuine mid-engine is that the interior
is not as strongly affected, even two rear seats can be used. The genuine mid-engine vehicles have less resistance to the self-rotation behaviour when cornering that the trans axle cars do, because the leverage, in
relation to the vertical axis is small.
A beautiful, unfortunately partly cut-open Ferrari 12 cylinder engine, coupled with a gearbox to the rear axle can be seen above. The connecting shaft is encased in stable tubing, which through it's RPMs, it's
corresponding position in the tube and the absence of any larger universal joints, has no longer much in common with a differential shaft. The gearbox is so large, because it also houses the clutch, which, by the way
is not a requirement for the transaxle drive.
Where do the large amount of hydraulic lines come from? This is the price which is paid for the Formula-1 like gear-change technology with two paddles behind the
steering wheel. In this case, the clutch pedal is absent and the hydraulics operate both the clutch and the gearbox. 11/10