EAG, the good, the bad, and the ugly.

Shops exceeding deadlines while doing questionable things to stay afloat isn't exactly an unheard of concept. I'm not saying that is what is happening here, but shops have done horrible things to their customers and gotten away with it.

https://jalopnik.com/ex-employees-say-hennessey-is-a-bigger-mess-than-you-ev-1778134112

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What is the lead time on a singer or Alfaholics? What is the deposit for each? Do you think those deposits are invested in treasuries?

 

We are also talking about in a timely fashion, which has not currently been the case. I’m on mobile and don’t feel like sitting through, but one of the F chatters mentioned his age was up there, and EAG already had his car for quite some time.

 

I am unfamiliar with any of that so I will not be able to answer that question. What I am very familiar with is cnc machining, manufacturing, and doing a gated conversion. A couple friends and I got together to make our own conversion and it took less time to make the NLA parts than EAG has had a lot of customer's cars. I finished a few months ago and have almost 1,000 miles on it so far.

Eag has stated there are no parts shortages and that they have lots of finished kits available. At the same time people are waiting a crazy amount of time.

I think I speak for everyone when I say that you are a great asset to Ferrarichat and selflessly go out of your way to help anyone you can and it is appreciated.

That being said, with all the conflicting things we are told, how EAG members have gone out of their way in the past to harass anyone with a differing opinion, and how many upset customers there are, people have every right to have questions about what is going on. Especially after Chris, who seemed to genuinely want to fix past misdoings, parted with the company.

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Markets are efficient over time… If Art is a scam, it will not last forever, and I am personally confident it wouldn’t have lasted this long, which is why I believe it to be a good long-term business. There is no doubt whatsoever that the weaknesses in the business need to be eliminated and fortified. I believe Art is a talented person, and a thorough tech, the best chefs do not make great restaurant owners, and the best restaurant owners do not make great chefs.

 

Current deposit policy:

5k deposit 14 day return, 10k on car delivery balance on completion.




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Red interior looks like F430

 

I concur.

 

No, we just need to move it to “worst spec you have ever seen” thread.

 

EAG has developed a good manual system. I think that the conversions will always be limited in number and hence be more desirable and valuable than the F1 version, just like the originals. A manual for the last V12 available that can be converted appeals to a small but dedicated Ferrari enthusiast. No one likes to wait when you can go the head of the line by buying a nice fully sorted example.Time will tell.

 

Until someone converts a F12

 

That's going to be a lot harder to do. Converting a single clutch is pretty straightforward. It would be a lot easier to make a manual Enzo. I would, but I am too poor.

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Too hairy and twitchy of a car for stick imo

 

Dual clutch tranny does not lend itself to manual conversion.

 

This confirms my bias against modifying an original car. If you can't afford a factory 6-speed, you should look for something else.

 

What about a converted CS?

I was literally hours from purchasing a CS (tracked salvage). Had PPI done on a Friday shop closed over weekend. Called to buy first thing on Monday AM, bastards sold it. My mistake not to put a down payment with contingency of frame damage.

 

A salvage car is a different story. However, my uneducated guess is a CS would require major remapping.


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Totally disagree. Factory car is a collectible. The premium of a factory 430 is solely based on supply and demand. the driving experience can now be replicated for a fraction via conversion, so if driving the piss out of,gated car is the objective, converted all day every single time.

 

As we speak the DailyDriveExotics YouTube channel is converting an F12. True to the expectations of previous posters, the process is complex. The DDE boys have stripped the car down to the body shell and are currently installing a roll cage. They have also acquired a quick change differential, which implies the trans will be mounted to the bell housing. Definitely not for the faint of heart.

 

DDE is a little too rad for me. Kardashianesque in a tattoo fest, redneck hip hop sort of way.

 

360trev. He has done it, and is quite enthusiastic about cs conversions.

I basically agree with your initial point though. There are just some cars that are just either not available with MT (CS) or just priced way high 430 MT.

Also personally, if my F1 set up was deteriorating and costing major $, and leaving me stranded I’d sooner convert it than dump big $ into repair of an F1 system that can be notoriously temperamental.

 

1.Doing major changes to any modern car is problematic. The engineering that goes into a car cannot be duplicated under a shadetree.

2. To me, changing from a F1 to a manual decreases the value of a car, even if the conversion works. Say a F430 with a F1 is worth $130,000. I would pay no more than $100,000 for a converted car because I would have no way of evaluating what kind of mess I'm getting into. The situation is similar to Strahan conversions of Daytonas back in the day. Turns out Strahan did a good job, many others didn't. But to this day, a Srahan conversion is worth about the same as a real tin top. True Daytona conversions are worth many hundreds of thousands more.

 

This is why parts and the specialist who does the work are critical. 17 year old kids vs. LMP techs, multi-piece turrets vs. OEM, rods vs. cables... chart your path wisely. At this point, there are conversions that I couldn't be paid to take and others that I would value far more than F1.

 

I think the "stigma" of a poor conversion will sink all converted "ships". F1's will rise above the conversions and of course, the OEM gated will take the top shelf. It's inevitable.

Still, if I had a 360 F1 and the F1 system was failing, I'd probably go for a conversion just because it would be a more direct line to a working car. With cheap kits coming out, it would probably be a decent DIY job. I'd also be scouring eBay for people selling their working F1 parts so I could convert it back before selling.

 

I don't understand how some of you can say most conversions are of poor quality when the F1 system is NOTORIOUS for having issues. So much so that many people, including myself, converted their cars because of it. I would have been happy keeping it F1, but actually want to enjoy my car without fear of it leaving me stranded like the crazy amount of F1 owners who post on here every week.

I did initially have a couple issues with the clutch engagement. If it was an F1 car I would have to either have an upgraded tcu and a launch to adjust the PIS (thousands of dollars) or I would have to take it to the nearest place with an SD or equivalent, and hope they know what they are doing. With the manual I undid the nut from the master cylinder, twisted the rod a couple turns, and tightened it. I didn't even have to pull it into the garage.

I, along with many did it for reliability purposes and to say it will be less reliable than F1 is ridiculous. Pretty much anyone will tell you that manual is more reliable. It is a rather simplistic system. It's also not fair to say that because it is aftermarket it won't work well. I'm pretty sure my one-off high temp, heavy duty, industrial grade clutch line with welded on fittings will out perform any OEM one.

Ferrari has made many mistakes with their engineering and to say that everything OEM is better just simply isn't true. If you feel that way you are welcome to keep the sticky buttons and failing pre-cats along with all of the other mistakes they have made and never did a campaign for. Manufacturing machinery, engineering, and procedures have come a very long way since 2009 when I entered that world. I'm sure the jump from 2000 to 2009 is rather drastic as well.

Hardened plastic and metal being moved manually just holds up better than rubber seals seeing 700psi (correct me if that number is wrong) every shift.

Will an F1 car be more pristine and factory than a converted gated car? Absolutely? Is it likely to be more reliable? Highly doubtful.

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