Robert,

It's unfortunate that I must be one of the statistics for "very few problems". I realize it is possible for an outsourced item to be defective....but what differenciates superior customer service and poor customer service is how the parent business handles those situations. In my case, I feel as though it was handled poorly. Also, when I see your website and you state "100% customer satisfaction", it only amplifies my thoughts. When I don't even receive a call back to see what type of mutual understanding we can come to, I feel your business approach is "let's see how much of a fast buck we can make out of this".

I am still willing to discuss this situation with you all. What will you do?

Randy

 

We bought 2 of them about a year ago- during a corvette forum group purchase - so I'm not sure why or how you missed out on it!

Carl Johansson

 

My mistake, it has been almost two years ago.....http://forums.corvetteforum.com/show...um_id=3&arch=1
I dont recall the group purchase you were involved in but I would not have been interested, they had their chance the first time. As it turns out fate and another choice was in my favor this time.

 

HA! I saw that!!!

Dep

 

I would hold them to that statement "100% customer satisfaction". Let us know on this forum if they come through for you.

Clubber

 

Despite what is posted time and again on this and other forums, "bolt-in" rarely is. I don't know what the total cost of the Keisler kit is, but for about as much trouble as everyone appears to be going through with the 'bolt-in' kits, you can get the pieces seperately for a LOT less money. I did and the only piece I had to fabricate was the shifter, though I suspect you could get this seperately and still end up with an extra $500 in your pocket. Spend the $500 on a cheap mig welder and you can start fab'ing up the pieces to make this and other mod's much more do-able.

 

Starting at around three grand for the 5 speed. Here is the link to their C3 5 speed page. You be the judge about what a buyers expectations should be.

http://www.keislerauto.com/gm/transm...ette_68-82.asp

Orville

 

Just always a good idea to do plenty of homework before you buy/spend that much $$$$. Talk to lots of people and find out who comes through with good service AFTER THE SALE.



Clubber

 

Clubber, I see your beating your tired old drum again. BTW...have you bought anything from Keisler? Didn't think so. I have, today I had the driveshaft checked, it had no weights added, it was perfect.

Not that I am counting or anything, you have 9 posts to your name...8 of them negative....

 

Don't intend to steal the thread but anyone have any comments about Sallee Chevrolet in Oregon? I'm about to buy a crate motor from them.

 

Complete B.S. that they fail to compensate you for your cash outlay besides the time you spent to diagnose THEIR problems. Thanks for sharing your expiriences and resolution to Kiesler's poor production practices. NO EXCUSES for how poorly they have treated you, I will look to do business elsewhere based on their lack of consideration for end users.

 

We installed my 5 speed this weekend, along with a new engine. I ordered mine the first Sat. of the Hot Rod Power Tour. The salesman told me it would take 6 weeks. When I got the paper work it said the order was placed on the 14th of June, 10 days later. When I called them about it, they said they turned in all orders after the tour. What good did it do to order early then? The expected delivery date was Aug 8. For the next 3 Thurs. I would call and ask about it. Got the same answer. It's being built and will ship tomorrow or Mon. After the third time I asked to speak with someone. I talked with Jerri who said she was just named customer service manager. She said they were having problems with input shaft bearings and that she would pay the extra cost to ship it overnight. Received it Tues morn as promised. Went to install drive shaft and it had 2 different size u-joints. Had to ship it back. I am now waiting for the new one to arrive. Don't know yet if I will have any other problems or not.

 

The only problem we had with the drive-shaft was the differential yoke was the larger size. We just installed an adapter joint. I think a little more research is needed on the drive-shaft, in this area. (Constructive criticism)

 

MY only reply is, when I did my own 700 install, for the o/drive, I took the shaft to the local shop, had it shortened, new joints, and balanced......case closed......

but this was way before anyone ever thought of kitting up anything for olde sharks....

GENE

 

Big G,
I'm glad to hear your driveshaft was perfectly balanced...without weights. Guess it does happen. Mine must have been manufactured on a late Friday afternoon...about closing time!!

 

 

We re-engineer the tailhousing to fit in the car and relocate the shifter to the stock 4 speed location. We also blueprint the tolerances on the gears and pressure leak test the whole assembly.

Please let me know if you have anymore questions.

 

We are now asking the driveshaft manufacturer to have the individual who balances the shaft to sign off for that driveshaft. That should make them more careful or at least identify the person causing the problems!

Robert

 

Robert:

Please help me with a few questions so that I can better understand:

1) You use the term "re-engineer" the tailshaft. What EXACTLY is done to the tail shaft in order to make it fit into the Corvette?

2) What exactly does "blue print the tolerances on the gears" mean? Other than modifying the TKO tailshaft for fitment reasons, why is it necessary to alter the internals of a brand new TKO? What realistic benefit does this add to the transmission (in terms that we can understand)? My initial thought is that Tremec knows how to build a transmission pretty well and that it is not necessary and possibly counterproductive to alter a brand new TKO. Please tell me why I am wrong about this.

3) Tremec rates their TKO 600 to handle 600 ft/lbs of torque. I noticed on your web site that you rate the Tremec TKO 600's that you sell as being able to handle 650 HP. Tremec and every other vendor goes with the 600 ft/lb torque capacity. Why do you rate your TKO600’s at 650 HP when others use a torque rating? What is the torque capacity (not HP) of the TKO 600s’s that you sell? Also, why do you give a HP rating instead of a torque rating – it is my understanding that torque breaks transmissions not HP. Do you do something to increase torque capacity from 600 ft/lbs? If so what exactly is done to accomplish this?

4) What is the name of the company that builds your driveshafts? Effectively your customers are buying their driveshafts from that company, which is fine, but I am curious as to who the company is so that I can evaluate that company’s capabilities since they are the one’s building it.

5) I have never heard of a driveshaft balancing machine that that is able to test up to 10,000 RPM’s. It would be great if you could give us the phone # of your driveshaft shop so we can confirm this.

Clubber

 

HarleyDude, If you have 25 years experience and saw that it was very odd to see a driveshaft without any balancing weights, why didn't you just take it in and have it checked to be sure it was balanced?
I never would have noticed all those red flags but you and all your experience did and yet you didn't act upon it.

Sorry for what you had to go through but.......