I was reading last last month's issue of Racecar Engineering, when I came across an article about a new revolutionary transmission.

This transmission allows clutchless shifting without disengaging the engine to the wheels.

Here's a link to the article:
http://www.pistonheadstv.com/i...4.pdf

Their new website, which launched this month:
http://www.zeroshift.com

According to the website, the inventor has designed a novel replacement for the synchros in the manual transmission which allows for smooth shifting undering WOT. See the acceleration graphs in the PDF file. They also claim that the mechanism is retrofittable into existing gearboxes.

I spent half a day at work trying to figure out what the mechanism is exactly... The best I can come up with is that the new synchros allow for dual engagement between two gear ratios.

Anyone have any ideas?
I hope this isn't another flop like the segway... if it's true, it would blow SMG, Dual Clutch systems, automatic transmissions out of the water!

 

i saw it on one of the car shows on the speed channel.....good stuff. You should try power shifting if your quick enough

 

looks expensive and has it been really tested for long term usage yet?

 

Actually, I think this system is would be simpler and than slushboxes, SMG, dual clutch transmission.

The website claims that they're in the process of working with racing teams to perfect the technology... no commercial applications yets.

 

im still tring to get clutchless shifting to work in my car.. it always seems to grind 3rd for some reason.. when i heard 4th is the hard one to get

 

radzer0, can you talk a little bit about your setup?
Did you install a sequential gearbox with straight cut dog leg gears and no synchros?

what do you think about the zeroshift gearbox?

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by radzer0 &raquo;</TD></TR><TR><TD CLASS="quote">im still tring to get clutchless shifting to work in my car.. it always seems to grind 3rd for some reason.. when i heard 4th is the hard one to get</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by radzer0 &raquo;</TD></TR><TR><TD CLASS="quote">im still tring to get clutchless shifting to work in my car.. it always seems to grind 3rd for some reason.. when i heard 4th is the hard one to get</TD></TR></TABLE>

you need to find the magic rpm. with a short throw, preload the shifter, when you flip the clutch it will slide right in with out you even knowing.

you must practice grasshopper practice in the drive way while your parked so you dont tear you secondary shaft up.

 

Anybody got a picture, video, or other corroboration of this thing to prove it actually exists? On their website all I could find were some wireframe drawings, non-descript cutaway diagrams, and a short anecdote about a guy who supposedly has one in his TVR. I don't buy it.

 

I think the new Audi box is a more realistic option at this point . . . . It's featured in the latest SCC. Basically 1 transmission & clutch for gears 1-3-5, and a parallel tranny & clutch for gears 2-4-6. So while one gear is engaged, the next gear higher is ready to jump in as soon as you toggle the lever - instantaneous shifting, and continuous power delivery, very cool.

Although CVT technology makes the most sense given the limitations of a reciprocating engine. Then you can just build engines that run at absolute peak efficiency at only a single rpm, to hell with the rest of the powerband. No need for variable valve timing, dual-stage intage manifolds, any of that stuff. Then the tranny keeps that magic rpm level no matter what speed you're going . . . .

 

I agree that the audi system is the more realistic option at this point because it's already in production cars.... but if this zeroshift thing is everything it's hyped up to be, it would win hands down. It wins because it's mechanically simpler thus more reliable, lighter, more robust, and cheaper... The Audi system, while an engineering marvel, is complicated and relies on a computer to engage/disengage the dual clutches.

CVTs are the most efficient way to go, but they have their disadvantages too. The steel belt used to transmit power is still limited to engines with less than 250 HP ( or whatever the peak HP of the Murano is )... Also, the belt is not robust enough yet ... otherwise they'd use it in racing applications.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Daemione &raquo;</TD></TR><TR><TD CLASS="quote">I think the new Audi box is a more realistic option at this point . . . . It's featured in the latest SCC. Basically 1 transmission & clutch for gears 1-3-5, and a parallel tranny & clutch for gears 2-4-6. So while one gear is engaged, the next gear higher is ready to jump in as soon as you toggle the lever - instantaneous shifting, and continuous power delivery, very cool.

Although CVT technology makes the most sense given the limitations of a reciprocating engine. Then you can just build engines that run at absolute peak efficiency at only a single rpm, to hell with the rest of the powerband. No need for variable valve timing, dual-stage intage manifolds, any of that stuff. Then the tranny keeps that magic rpm level no matter what speed you're going . . . .</TD></TR></TABLE>

 

LOL... actually when I first read the article in RaceCar Engineering, I thought it was an April Fools joke... but this thing has been written about in other british car magazines.

I guess it comes down to how legit and how much you trust RaceCar Engineering... I personally think they're a very reputable magazine... definitely more so than Superstreet!

Have you read the RaceCar Enginner article yet? I included the link to the PDF of the article...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jazzman &raquo;</TD></TR><TR><TD CLASS="quote">Anybody got a picture, video, or other corroboration of this thing to prove it actually exists? On their website all I could find were some wireframe drawings, non-descript cutaway diagrams, and a short anecdote about a guy who supposedly has one in his TVR. I don't buy it.</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TauMax &raquo;</TD></TR><TR><TD CLASS="quote">CVTs are the most efficient way to go, but they have their disadvantages too. The steel belt used to transmit power is still limited to engines with less than 250 HP ( or whatever the peak HP of the Murano is )... Also, the belt is not robust enough yet ... otherwise they'd use it in racing applications.

</TD></TR></TABLE>

I think I read a couple months ago about some company working on strengthening the belt for up to 500hp or something, not sure since it was a while ago.

I'd like to drive a CVT, just to hear what it's like.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ryanstev &raquo;</TD></TR><TR><TD CLASS="quote">I think I read a couple months ago about some company working on strengthening the belt for up to 500hp or something, not sure since it was a while ago.

I'd like to drive a CVT, just to hear what it's like.</TD></TR></TABLE>

Hmmm... that sounds promising.
If you could dig up a link, I'd like to check it out myself.

I think it would be the lack of hearing the revs go up that makes it less fun to drive...