The mLSD variant is standard in the base Corvette and the eLSD optional (with the Z51 Performance Driving package).Ĭonnecting the LT2 engine’s crankshaft to the TR 9080’s clutch basket is the responsibility of a flywheel carrying the starter ring gear and a centrifugal pendulum damper that’s needed to quell torsional vibrations erupting during the engine’s migration between V4 and V8 firing modes (a fuel efficiency improver). The 8.8:1 overall ratio spread yields impressive launch acceleration, quiet and efficient cruising, and a gear for every in-between occasion. Five aluminum castings support the two clutches, six shafts, five synchronizers, two dozen gears, five shift rods and multitude of bearings needed to provide eight forward speeds, reverse, and lockup for parking.Īdd to that three electrohydraulic control bodies, an assortment of speed and position sensors, and a master electronic controller managing every aspect of the TR 9080’s operation. Higher performance and efficiency versions are in development.Ī look inside the Corvette’s TR 9080 reveals the densest package of shafts, gears, actuators and electro-hydraulic servos to be found in any modern automobile. The first mLSD and eLSD (mechanical and electronic limited-slip) versions are capable of handling 590 lb-ft (800 Nm) input torque at up to 7,500 rpm. The new TR-9080 family is aimed at high performance rear-drive applications. Tremec owner Grupo Kuo announced its investment in DCT technology in 2016. Understandably, GM and Tremec engineers used PDK as their key performance target. Porsche especially has enjoyed great success with what it calls PDK ( Porsche DoppelKupplungsgetriebe), the most popular transmission type across its lineup. Like manual transmissions, they employ clutches and helical gears versus a torque converter whirling planetary gears. Like conventional automatics, DCTs upshift without interrupting the flow of torque to the drive wheels. Celebrating the DCT’s claim to fame, Corvette chief engineer Ed Piatek notes, “They change gears quicker than any human can shift a manual transmission.” Invented by Citroen in the 1930s and patented by Imre Szodfridt in 1969, DCTs consist of a mix of manual and automatic transmission components and attributes. Tremec filled that need in 2012 by purchasing Hoerbiger Drivetrain Mechatronics, a Belgium-based supplier of electronic dual-clutch actuators with a customer list including AMG-Mercedes, Ferrari and McLaren. While Tremec had the expertise to make the mechanical components packed inside a dual-clutch box, the automated half of the equation – mechatronic actuators to engage the clutches and shift the gears – was beyond their ken. To solve that dilemma, discussions began with Tremec, the Mexico City-based manufacturer which has supplied GM, Ford and FCA with manual transmissions for two decades. Following the introduction of the C7 Corvette in 2014, our take-rate for sticks fell from 50 percent to less than 20 percent this year.” Searching the globe – read Europe – for a suitable DCT, Juechter’s team found none with sufficient torque capacity to survive behind the lively LT2 6.2-L V8 planned for the all-new 2020 mid-engine edition of GM’s reimagined sports car. Following the introduction of the C7 Corvette in 2014, our take-rate for sticks fell from 50 percent to less than 20 percent this year.”Įxplaining Corvette’s move to one transmission for all buyers, global chief engineer Tadge Juechter notes, “Our customers began requesting a dual-clutch automatic transmission several years ago.
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