Video 2000 WHP Gen V Viper ACR e 6 speed manual

[TKO MOTORSPORTS TEAM]

Good stuff Aaron!. Great video, great car we know how much effort that takes getting it all together just right.

[Arizona Vipers]

This is a clean sheet transmission internals design that we've undertaken with well over a year of development time into it now, as the current market offerings are on thin ice above 1600 HP or so in our opinion. There isn't a single OEM shaft or gear in this transmission, and 1/3 of the OEM TR6060 case is remade for greater bearing location retention as well.

The G Force stuff really isn't that great, although it was some of the better stuff available back when it came out. I'd put my faith in an OEM TR6060 gearset over the G force sets offered for the T56 when dealing with cars that are this heavy, and a TR6060 transmission is indeed way stronger than a T56.





Internally, the gearset would look similar to a sequential transmission design being a dog tooth engagement gear system. But the shift mechanism is entirely different, which is where the term "sequential" really comes from. With a sequential you get the mechanical leverage (or air cylinder actuation) that can transition shift fork position faster than a human arm can for instance, and also do so without concern of putting the shift lever into the wrong gear position. The tradeoff for that is a transmission that has mechanical parts coming up into the passenger compartment which transmits a large amount of NVH into the cabin (the large shift lever that people see on lever actuated systems) as well as cost increases. They tend to be more of an on/off shift system, especially air shifted versions where the shift mechanism only knows to change as fast as possible regardless of driving situation, engine RPM, load, etc. That can make for a pretty abrupt driving experience in casual driving, but a blissful one at wide open throttle or full flog mode.

The reason we have put so much time and expense into developing the H pattern systems to this level is that we can achieve a large percentage of the performance (shift speed) of the sequential, while still keeping a more "normal" feel to the car inside and for the driver. Those that have opted for this system often times say they wouldn't go back to a synchronized transmission as the minor compromises are far outweighed by the benefits.

Wow!

[Theedrb]

This is a clean sheet transmission internals design that we've undertaken with well over a year of development time into it now, as the current market offerings are on thin ice above 1600 HP or so in our opinion. There isn't a single OEM shaft or gear in this transmission, and 1/3 of the OEM TR6060 case is remade for greater bearing location retention as well.

The G Force stuff really isn't that great, although it was some of the better stuff available back when it came out. I'd put my faith in an OEM TR6060 gearset over the G force sets offered for the T56 when dealing with cars that are this heavy, and a TR6060 transmission is indeed way stronger than a T56.





Internally, the gearset would look similar to a sequential transmission design being a dog tooth engagement gear system. But the shift mechanism is entirely different, which is where the term "sequential" really comes from. With a sequential you get the mechanical leverage (or air cylinder actuation) that can transition shift fork position faster than a human arm can for instance, and also do so without concern of putting the shift lever into the wrong gear position. The tradeoff for that is a transmission that has mechanical parts coming up into the passenger compartment which transmits a large amount of NVH into the cabin (the large shift lever that people see on lever actuated systems) as well as cost increases. They tend to be more of an on/off shift system, especially air shifted versions where the shift mechanism only knows to change as fast as possible regardless of driving situation, engine RPM, load, etc. That can make for a pretty abrupt driving experience in casual driving, but a blissful one at wide open throttle or full flog mode.

The reason we have put so much time and expense into developing the H pattern systems to this level is that we can achieve a large percentage of the performance (shift speed) of the sequential, while still keeping a more "normal" feel to the car inside and for the driver. Those that have opted for this system often times say they wouldn't go back to a synchronized transmission as the minor compromises are far outweighed by the benefits.

For what its worth, I just want to say thank you for the explanation.