+198354189765731655487324

but at the same time I love maunals

 

I personally think that maybe half of this board would be concidered potential customers. I mean half of the people that actually race, drive, etc. Its just a matter of preference, sure it MAY take a bit of skills (IMO it takes only marginal skill away, mostly just risk, i.e. risk of not synchronising the gas with clutch) but it does make your vehicle faster and more efficient. Would I save up to get this product myself? maybe. Would I buy it if I had a bit left over money? As long as customers thoroughly enjoy it, know it works, and its reliable, all without being paid off (not trying to say you will, I dont mean to pin you for anything) then yes, I would get an upgrade like this. Things change, and as much as I hate it, sometimes its not so bad to give it a try.

I agree that CVTs would definetly be freaking weird as far as sound goes and altogether running of the vehicle, but I still think once we get more knowledge about them, they'll be the future of interal combustion engines.

 

Orion, you have a lot to learn about real life if you think 1/2 of this board can afford $7500 transmissions LOL

 

Ghostware/vaporware. LoL.

Orion: FYI re CVT http://wardsauto.com/ar/auto_gm_drop_cvt/index.htm

 

so how much hp can the zeroshift handle?

 

The simple answer is 'as much as you want' - it depends on some critical sizes and materials choices.

In a converted gearbox, the nature of the ZeroShift principle is such that it will add some headroom to the rating of the donor gearbox. The aftermarket boxes we are preparing for production are blueprinted and the materials/treatments are higher quality than those used for mass production. We expect - and will test to prove - that a ZeroShift box can be rated about 25% higher (torque-wise) than the donor.

Taking the T56 as an example, a ZeroShift T56 will be more than enough for mildly tuned Vipers and LS1-engined cars. One of our engineering team has a 702bhp/650lbft Cobra for which we will make a super-duty T56. Our aim was to make it good for at least 800lbft. The toughest 'stock' T56 is rated to 550lbft (see http://www.ttcautomotive.com/English/products/T-56.asp )

I've been corresponding with the Viper community and some of these guys are getting quite deep into 4-figure bhp/torque performance. We believe we can meet this level of performance. Shafts, gears and bearings will be uprated. To remove or neutralise axial loads, straight-cut or double-helical gears will be needed and the casing will require cryo-treatment and/or bracing. It's certainly possible to double the rating of the T56, albeit at a price.

ZeroShift is suitable for F1 (high power, high revs, low torque) and trucks (low power, low revs, huge torque). The principle remains the same but sizes and materials change. The "Viper solution" would borrow a little from both. The optimum goal in all cases is to make the smallest, lightest transmission for the required torque rating. The ZeroShift mechanism itself will not be the bhp/torque limiting factor.

It is worth taking an overview of a whole high-performance driveline and the objective of tuning: go quicker/faster. Engine tweaks are about gains in gear. ZeroShift gives you a gain between gears. Think about a 0-100 time that involves two shifts. Let's say your cooking Vette will do this in 10 seconds. The shift times (say 2 x 0.75 seconds) account for 1.5 seconds, 15% of your 0-100 time. Adding 15% more power won't improve the 0-100 time by 15%. Try 30% more power. Now you've got new problems. Traction off the line now becomes an issue that's working against you. Plus you're probably straining the whole driveline - and you might still not achieve 8.5 seconds. What do you do? 50% more power to 'catch up' what you lose 0-30 by being faster 30-70? What about the driveline with 50% more punishment?

A ZeroShift gearbox in the cooking car could achieve the 8.5 seconds sprint without changing the engine. A ZeroShift gearbox makes an interesting alternative to big bhp for improving sprints and is even more effective around a lap of a circuit. There's nothing to stop you doing engine AND gearbox though...

 

How much is each model?

 

since u still have to move the gear lever itself, isnt it slower than 0ms? or do you have a "paddle" or other electronic system to move the leaver while I press a button.

 

ANSWER MY QUESTIONS DAMNIT!!!! AND NO 'as much as you want' marketing bs

 

4drwhore: Most conversions will be in the region of UKĀ£5000 - UKĀ£7500 for an exchange transmission inc installation, warranty and UK tax (17.5%).

Slash: You don't have to move your arm in 0ms (or even particularly quickly). The gearbox remains in the current gear (while the stick's on the move) until you hit the slot for the new gear. This means you can 'anticipate' a desired shift point, say 7000rpm, by moving the stick from, say 2nd, so it's ready to pop in the slot when the tacho hits 7000rpm.

Leonard: Disclosure is only under Confidentiality Agreement and all test programmes are conducted in secrecy. Is this really such a surprise?