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Video Axle Drive
Video Rear Axle Drive
Video FWD (classic)
Video Front Axle Drive
Video Ring and Pinion
Video Hypoid Gearbox 1
Video Hypoid Gearbox 2
Video Differential
Video Locking Differential 1
Video Locking Differential 2
Video Locking Differential 3
Video Self locking 1
Video Self locking 2
Video FWD (cross) 1
Video FWD (cross) 2
Video FWD (cross) 3
Video FWD (longitudinal) 1
Video FWD (longitudinal) 2
Video RWD (front engine) 1
Video RWD (front engine) 2
Video RWD (front engine) 3
Video RWD (rear engine)
Video Mid-mounted Engine
Video Transaxle Drive
Video Planetary Power Axle
Video Smart Drive (f. view)
Video Smart Drive (s. view)
Video Powertrain Position
Video Bus with Low Floor
Video Tractive Power
Video All-wheel Drive
Video All-wheel History 1
Video All-wheel History 2
Video All-wheel History 3
Video All-wheel History 4
Video All-wheel History 5
Video All-wheel History 6
Video All-wheel Automatic
Video All-wheel Longitudinal 1
Video All-wheel Longitudinal 2
Video All-wheel Longitudinal 3
Video All-wheel Transverse 1
Video All-wheel Transverse 2
Video All-wheel Rear Engine
Video Ferrari FF
Video Bosch Hydro Drive
Video Locking Differential
Video Viscous Clutch
Video Torsen-differential 1
Video Torsen-differential 2
Video Electr. Differential Lock
Video Distrib. gearing 1
Video Distrib. gearing 2
Video Distrib. gearing 3
Video Distrib. gearing 4
Video Propeller Shafts 1
Video Propeller Shafts 2
Video Cardan Shaft
Video Cardan Joint
Video Constant Velocity Joint
Video Universal Joint
Video Universal joint (working)
Video Ball Joint
Video Dry Joint 1
Video Dry Joint 2
Video Driving Chain

Video Force
Video Torque
Video Piston force

Video Axle drive 1
Video Axle drive 2
Video Axle drive 3

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Transaxle Drive

Transmission + Axle


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               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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