custom built manual transmissions

custom built manual transmissions

We will innovate and manufacture the highest quality transmissions and related components to provide our customers with solutions that exceed expectations. We will make every effort to develop relationships with our customers and fellow employees that create an environment that promotes respect, trust, and integrity in everything we do. Our goal is to be the only transmission company you will ever need. Our only focus is on building and supplying the best transmission for your project. It is our belief that you get what you pay for, and it’s that belief that drives us to source the highest quality components to build our kits from. We’ve partnered with the best manufacturers in the industry to supply you with top-of-the-line supporting components to finish out our packages. We are a Tremec Elite Distributor and have been working with Tremec for years. Whether you’re looking for a new Tremec that’s straight off the line or are looking for a custom Tremec transmission, we’ll get your car back on the road. Return to the Lord your God, for he is gracious and compassionate, slow to anger and abounding in love, and he relents from sending calamity. Joel 2:13 DailyVerses.net. One answer is to design and build your own. Here’s a man who did just that. To my knowledge this is the first time that a manual transmission has surpassed the input torque capacity of the strongest automatics in such applications. It soon became clear that Muncies—which came to be derided as “Munchies”—weren’t up to my juvenile antics, as glass-like gears shattered left and right. The local towing service awarded my faithful business with half-price discounts. The last straw was trashing a transmission in grand style, as in cleaning the teeth off second gear and splitting the case wide open. What were the options. Being a “real” seventies hot rodder, an automatic was out of the question. Some said Ford and Chrysler four speeds were stronger, but only marginally so.http://exclusiveleder.com/userfiles/collins-fms-3000-manual.xml

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Alas, I didn’t see any options—and thus, a seed was planted. That seed must still have been growing, however, because decades later I began to get the itch to create a bulletproof transmission. The aftermarket had been playing catch-up, with Richmond street five speeds rated to handle 450 ft. lbs. Trouble was, a mild big block could easily exceed that. What about using twin cluster gears to double torque capacity. Big trucks have twin cluster gears, and Mack even has a triple. Liberty’s in Detroit makes a strong twin-cluster transmission for NHRA Pro Stock drag racing. The lack of synchronizers and downshifting capability, as well as the incessant whine of spur gears, caused me to set about designing a more civilized twin-cluster transmission, based on a single-cluster Richmond five speed donor. Well, things got tricky fast when going from one cluster gear to two. For those intimately familiar with the workings of single and twin-cluster manual transmissions, what follows is old news. For the uninitiated, a primer is in order. Power flow is from the input gear to the cluster gear. The cluster gear is nothing more than a collection of two or more gears of different tooth counts mounted in series along a common shaft and rotating as a unit. The input gear meshes with the input cluster gear at one end of the cluster shaft. Power is transmitted along the cluster shaft to first cluster gear at the opposite end. The first cluster gear meshes with the first mainshaft gear. Since the transmission is in first gear, a circular array of small synchronizer teeth on first mainshaft gear engage matching teeth on a slider. The slider is splined to a hub, which in turn is splined to the mainshaft, thereby coupling first gear to the mainshaft. The layout is identical to the first illustration, only with a second cluster gear added. Power from the input gear is directed to both input cluster gears. Power is transmitted along both cluster shafts to both first cluster gears.http://www.gobarging.com/uploads/textareas/collins-hf-380-service-manual.xml

Both first cluster gears drive first mainshaft gear. With everything working as it should, the twin-cluster geartrain in Figure 2 will handle twice the torque as the single-cluster geartrain in Figure 1, even though the gears are identically sized. That’s an awfully big “if” since this is only possible if the cluster gears are exactly timed, and the shaft bores are machined in the case so that all shaft axes lie in exactly the same plane. Even a tiny deviation from these perfect conditions will cause either the driver side or passenger side first cluster gear to make initial drive contact with first mainshaft gear. When this happens, it’s possible that only one cluster gear will be transmitting power, and the other will be along for the ride. The result, U.S. Patent 3,105,395, describes the world’s first commercially successful twin cluster transmission. The design allows the mainshaft gears to radially float within narrow limits, captured only by the opposing cluster gears. If a cluster gear were slightly advanced or retarded relative to its neighbor, the mainshaft gear would shift slightly off-center so that the cluster gears equally transmitted power. You’ll see this embodiment in Figure 3. Unlike figures 1 and 2, there is no bearing to support and center first mainshaft gear on the mainshaft. Indeed, the gear is radially supported only by the opposing cluster gears. However, the resulting gear-to-shaft offset created another problem. Conventional Synchromesh gear synchronizers require close alignment between the engaging members for smooth, quiet, low-effort shifts. This close alignment was lost by the very nature of Eaton’s design. So, Synchromesh gear engagement was out of the question. Instead, relatively crude jaw-tooth gear engagement was substituted, with wide engagement “windows,” which easily accommodated the radial misalignment (see Figure 3 ). The trade-off? Double-clutching, gear-grinding, clunky shifts.

Although modern twin-cluster big truck transmissions are smoother-shifting, I wanted to create my own scaled-down, strong, smooth-shifting twin-cluster manual transmission void of complex, expensive, computer-assisted shift mechanisms. In short, marrying ordinary Synchromesh gear synchronization with twin cluster gears. Back in the seventies Nash was developing a true clutchless drag racing transmission. Early experiments were conducted in famed racer Don Nicholson’s car. The instantaneous shifts imparted huge shock loads, regularly breaking transmissions, drive shafts, and rear axles. I felt an instant kinship. Eventually, Doug fitted a torsion bar inside a tubular cluster shaft ( Figure 4 shows a simplified two-speed version). Power transfers from the input gear to the input cluster gear. However, unlike previous illustrations, the input cluster gear is not directly coupled to the cluster shaft—in fact, the input cluster gear is a clearance fit on the cluster shaft, allowing independent rotation. Instead, the input cluster gear is splined to one end of the torsion bar. The torsion bar exits the other end of the cluster shaft, where a splined coupler connects the torsion bar to the cluster shaft. So the input cluster gear is coupled to the remainder of the cluster gear assembly only by the torsion bar. During high rpm launches and clutchless gear changes the high-strength torsion bar momentarily twists, substantially reducing shock loads. Doug said the torsion bar flat solved the driveline breakage problems for years to follow. As a bonus, quarter mile elapsed times slightly improved, because the drive wheels maintained better traction during “softer” launches and gear changes—yet another brilliant solution to a vexing engineering problem. This ensures synchronizer alignment during gear shifts, for smooth, quiet, low-effort shifts.

Now, for example, if the transmission is in first gear, and the driver side first cluster gear is slightly advanced relative to the passenger side first cluster gear, the driver first cluster gear will make initial drive contact with first mainshaft gear. At that instant the driver torsion bar will begin twisting a small amount, allowing the passenger first cluster gear to advance until it also makes drive contact with first mainshaft gear. The torsion bars are sized so that the accommodated timing error is a very small percentage of the total available twist. Consequently, cluster gear loading is very nearly equalized. Instead, a vernier adjustment allows for indexing the input cluster gears to the remainder of the cluster assemblies. As the cluster assemblies are placed in the case, timing marks on the cluster gears align with corresponding marks on the mainshaft gears. The input cluster gears randomly engage the input gear. After the cluster gears are installed, one splined coupler is installed on the torsion bar splines. Then the coupler is rotated slightly to engage the cluster shaft splines. Now, to index the second coupler it’s useful to know that the torsion bars have 31 splines and the cluster shaft has 32. This creates a vernier adjustment between the remaining torsion bar and cluster shaft, having 0.36 degree adjustment increments. The second coupler is installed on the torsion bar splines, then an attempt is made to engage the cluster shaft splines. If the coupler won’t engage both sets of splines, the coupler is removed, rotated one spline, and reinstalled on the torsion bar. A second attempt is made to engage the cluster shaft splines. This sequence is repeated until the second coupler engages both sets of splines. The input cluster gears are now indexed to the remainder of the cluster gear assemblies. Owing to the twin cluster gears, the geartrain in the Richmond five speed-based prototype (pictured) can handle 900 ft.

Certainly strong enough to handle anything I put in front of it. However, the design is not limited to Richmond-based transmissions. It’s adaptable to a wide range of single-cluster transmission designs. If adapted to Tremec’s T56 Magnum six speed, for example, torque capacity would increase from 700 ft. lbs. to 1,400. That’s a far cry from the estimated 350 ft. lbs. rating of my old wide-ratio “Munchie.” What’s more, by incorporating Synchromesh gear synchronization into the design, the box shifts smoothly and quietly. Figure 7 Perhaps the strongest automatic of all time for car and light truck use is GM’s 4L85E, rated at 850 ft. lbs. input torque. With the prototype’s 900 ft. lbs. rating, and the promise of even higher numbers to come, that “automatic advantage” has officially evaporated. Figure 8 Both are proven in use and high efficiency. Through editorial contributions from industry experts, we explore elements of the gear production process, including raw materials, design, costs, heat treat, quality control, workflow, and more. Learn more. Please note that Checkout Prices will be in US Dollars. Achieve fast, smooth, lightweight shifting with our racing transmissions perfect for both street and strip applications. We carry manual transmissions compatible with every major American make dating back to 1968, including the T-5, T-56, and Borg Warner T-10. Victory is imminent. Add race-winning gear to your ride today!Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.

Multiple truck freight parts on an order may increase the shipping amount.Multiple truck freight parts on an order may increase the shipping amount.View Details. Learn more about our Formula E team By varying the number of speeds and the maximum torque density, we can apply one layout to numerous engines. In addition, we continuously optimize all elements of transmission design, from bearings and sealings to power density and fuel efficiency. Consequent weight reduction rounds off our endeavour to make our manual transmissions as efficient as possible. For passenger cars as well as light commercial vehicles, we build inline transmissions for rear and four-wheel drives; transaxle longitudinal transmissions for front-wheel, rear-wheel and all-wheel drive; as well as transaxle transmissions for front-wheel or all-wheel drive. The manual transmission is particularly weight optimized and is ideal for smaller and compact vehicles of the A and B segment, as well as for entry markets. The compact design with a four shaft architecture makes for a short package length enabling the use of larger (longer) engines even in restricted engine bays. Like all Magna transmissions the 6MTT425 is characterized by first class shift comfort, which is a combination of low effort shiftability and precise tactile feedback. The transmission is available for front wheel drive as well as for all wheel drive configurations. MTI Next Generation is a highly adaptable transmission system for small series vehicles. It is available with six or seven gears and can be designed to suit different torque classes in the range of 350 Nm to 800 Nm—making it suitable for a broad number of applications, such as premium vehicles, sports cars or light-duty commercial vehicles. Its compact dimensions are extremely suitable for a wide range of different applications in the B and C segment. The optimal driving performance and excellent shifting comfort guarantee fun for the driver. Inspiring Innovation.

Cart THE ULTIMATE, OR NOTHING. Welcome to the new Gearstar Performance. Shop Transmissions TRUSTED BY THE BEST. Strap yourself in. Gearstar's precision, unrivaled craftsmanship takes your ride to the max level. Tour The Shop LEGENDS NEVER DIE. Strap yourself in. Gearstar's precision, unrivaled craftsmanship takes your ride to the max level. Tour Our Shop DYNO TESTING Every transmission and converter are dyno tested for the equivalent of 100 miles, to ensure they are operating perfectly before leaving our shop. We sell automatic transmissions, custom-built and optimized with precision by master technicians, who are dedicated to engineering and building the finest. Whether you are looking for transmissions for Ford, GM, or Mopar, we have you covered. Transmissions that we feature are built as per the horsepower, torque, and rear gear ratio specs of the engine it is made for. Don’t forget to check out our YANK LT Power Adder, Pro Truck, Pro Thruster (PT), SS Series, and ZL1-2800 converters. How Gearstar is Different What makes Gearstar different from other transmission builders is our dedication to offer you the highest quality product. We strive to offer nothing but the best to our customers, which is why, when it comes to high-performance automatic transmission rebuild kits and converters, racers and car owners show their trust in us. Before the products reach you, they are dyno-tested for the equivalent of 100 miles to ensure that they offer the best performance metrics. Our Transmissions Are Warranted. GEARSTAR VIDEOS In a world where true quality is increasingly rare, Gearstar stands for the promise that there are still those devoted to the craft of well-made high-performance transmissisons. Buy it once. Get Gearstar. I have been using Gearstar transmissions for the better part of 15 years, in many of the projects here at SportsFab in Milford MI.

Ford Transmissions Performance AOD C4 Performance Racing Performance C6 E40D Performance View All Subscribe to Our Newsletter. So Shift into Overdrive to outrun the apocalypse.American Powertrain is hiring fulltime and part-time mechanics.All Rights Reserved. With that in mind G-force manufactures a 6-Speed upgrade kit available for any T-56 variation. Whether you have a power adder or just big cubic inches, we know this is what you have been waiting for. With the optional G-Force mainshafts, these kits have The G-Force Street 6-Speed conversion requires no external case, tailhousing, or shifter modifications to your existing T-56. This means that your stock mounting hardware and dimensions will be utilized. This is not a one-size-fits-all kit. We have kits specifically designed for each application including special inputs for each vehicle. While totally reengineering the gear design and tooth profile, we also added gear width wherever possible and have gone with our vast experience in terms of material selection. We use a proven 9310 alloy material for the gears and this means exceptional gear strength. These kits can utilize the factory overdrive gears or they can be upgraded with G-Force Overdrives as well. These G-Force Street 6-Speed kits feature helical gearing to maintain a comfortable noise level while still maintaining exceptional strength.If you own a Corvette, you already have this setup in your transmission. We do, however, have upgraded mainshafts made specifically for the C5-C6 transmissions. If you are looking for a transmission to be used in a project car or just want to trade in your worn out T-56, G-Force can build you a complete unit with our gear kit already installed. We can use a new or remanufactured core depending on what you would like. The overdrives are kept synchronized to provide a smooth, stock-like driving experience in 5th and 6th gears.

Like the synchronized versions of our gear kits, the dog-ring kit is rated at 1200hp, plus or minus depending on the specific application. It uses a driver-operated clutch, usually engaged and disengaged by a foot pedal or hand lever, for regulating power and torque transfer from the engine to the transmission; and a gear selector that can be operated by hand.Higher-end vehicles, such as sports cars and luxury cars are often usually equipped with a 6-speed transmission for the base model. Automatic transmissions are commonly used instead of manual transmissions; common types of automatic transmissions are the hydraulic automatic transmission, automated manual transmission, dual-clutch transmission and the continuously variable transmission (CVT). The number of forward gear ratios is often expressed for automatic transmissions as well (e.g., 9-speed automatic).Most manual transmissions for cars allow the driver to select any gear ratio at any time, for example shifting from 2nd to 4th gear, or 5th to 3rd gear. However, sequential manual transmissions, which are commonly used in motorcycles and racing cars, only allow the driver to select the next-higher or next-lower gear.A clutch sits between the flywheel and the transmission input shaft, controlling whether the transmission is connected to the engine ( clutch engaged - the clutch pedal is not being pressed) or not connected to the engine ( clutch disengaged - the clutch pedal is being pressed down). When the engine is running and the clutch is engaged (i.e., clutch pedal up), the flywheel spins the clutch plate and hence the transmission.This is a fundamental difference compared with a typical hydraulic automatic transmission, which uses an epicyclic (planetary) design.

Some automatic transmissions are based on the mechanical build and internal design of a manual transmission, but have added components (such as servo-controlled actuators and sensors) which automatically control the gear shifts and clutch; this design is typically called an automated manual transmission (or a clutchless manual transmission ).Operating such transmissions often uses the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gears.The driver was therefore required to use careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh.Five-speed transmissions became widespread during the 1980s, as did the use of synchromesh on all forward gears.This allows for a narrower transmission since the length of each countershaft is halved compared with one that contains four gears and two shifters.For example, a five-speed transmission might have the first-to-second selectors on the countershaft, but the third-to-fourth selector and the fifth selector on the main shaft. This means that when the vehicle is stopped and idling in neutral with the clutch engaged and the input shaft spinning, the third-, fourth-, and fifth-gear pairs do not rotate.For reverse gear, an idler gear is used to reverse the direction in which the output shaft rotates. In many transmissions, the input and output shafts can be directly locked together (bypassing the countershaft) to create a 1:1 gear ratio which is referred to as direct drive.The assembly consisting of both the input and output shafts is referred to as the main shaft (although sometimes this term refers to just the input shaft or output shaft). Independent rotation of the input and output shafts is made possibly by one shaft being located inside the hollow bore of the other shaft, with a bearing located between the two shafts.

The input shaft runs the whole length of the gearbox, and there is no separate input pinion.When the dog clutches for all gears are disengaged (i.e. when the transmission is in neutral), all of the gears are able to spin freely around the output shaft. When the driver selects a gear, the dog clutch for that gear is engaged (via the gear selector rods), locking the transmission's output shaft to a particular gear set.It has teeth to fit into the splines on the shaft, forcing that shaft to rotate at the same speed as the gear hub. However, the clutch can move back and forth on the shaft, to either engage or disengage the splines. This movement is controlled by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft. Unlike some other types of clutches (such as the foot-operated clutch of a manual-transmission car), a dog clutch provides non-slip coupling and is not suited to intentional slipping.These devices automatically match the speed of the input shaft with that of the gear being selected, thus removing the need for the driver to use techniques such as double clutching.Therefore, to speed up or slow down the input shaft as required, cone-shaped brass synchronizer rings are attached to each gear. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. Many transmissions do not include synchromesh on the reverse gear (see Reverse gear section below).This is achieved through 'blocker rings' (also called 'baulk rings'). The synchro ring rotates slightly because of the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging.

Once the speeds are synchronized, friction on the blocker ring is relieved and the blocker ring twists slightly, bringing into alignment certain grooves or notches that allow the dog clutch to fall into the engagement.The latter involves the stamping the piece out of a sheet metal strip and then machining to obtain the exact shape required.These rings and sleeves have to overcome the momentum of the entire input shaft and clutch disk during each gearshift (and also the momentum and power of the engine, if the driver attempts a gearshift without fully disengaging the clutch). Larger differences in speed between the input shaft and the gear require higher friction forces from the synchromesh components, potentially increasing their wear rate.This means that moving the gearshift lever into reverse results in gears moving to mesh together. Another unique aspect of the reverse gear is that it consists of two gears— an idler gear on the countershaft and another gear on the output shaft— and both of these are directly fixed to the shaft (i.e. they are always rotating at the same speed as the shaft). These gears are usually spur gears with straight-cut teeth which— unlike the helical teeth used for forward gear— results in a whining sound as the vehicle moves in reverse.To avoid grinding as the gears begin to the mesh, they need to be stationary. Since the input shaft is often still spinning due to momentum (even after the car has stopped), a mechanism is needed to stop the input shaft, such as using the synchronizer rings for 5th gear.This can take the form of a collar underneath the gear knob which needs to be lifted or requiring extra force to push the gearshift lever into the plane of reverse gear.

Without a clutch, the engine would stall any time the vehicle stopped and changing gears would be difficult (deselecting a gear while the transmission requires the driver to adjust the throttle so that the transmission is not under load, and selecting a gear requires the engine RPM to be at the exact speed that matches the road speed for the gear being selected).In most automobiles, the gear stick is often located on the floor between the driver and front passenger, however, some cars have a gear stick that is mounted to the steering column or center console.Gear selection is usually via the left foot pedal with a layout of 1 - N - 2 - 3 - 4 - 5 - 6. This was actuated either manually while in high gear by throwing a switch or pressing a button on the gearshift knob or on the steering column, or automatically by momentarily lifting the foot from the accelerator with the vehicle traveling above a certain road speed.When the crankshaft spins as a result of the energy generated by the rolling of the vehicle, the motor is cranked over. This simulates what the starter is intended for and operates in a similar way to crank handles on very old cars from the early 20th century, with the cranking motion being replaced by the pushing of the car.This was often due to the manual transmission having more gear ratios, and the lock-up speed of the torque converters in automatic transmissions of the time.The operation of the gearstick— another function that is not required on automatic transmission cars— means that the driver must take one hand off the steering wheel while changing gears. Another challenge is that smooth driving requires co-ordinated timing of the clutch, accelerator, and gearshift inputs. Lastly, a car with an automatic transmission obviously does not require the driver to make any decisions about which gear to use at any given time.

This means that the driver's right foot is not needed to operate the brake pedal, freeing it up to be used on the throttle pedal instead. Once the required engine RPM is obtained, the driver can release the clutch, also releasing the parking brake as the clutch engages.Please help improve it by rewriting it in an encyclopedic style. ( June 2020 ) ( Learn how and when to remove this template message ) Multi-control transmissions are built in much higher power ratings but rarely use synchromesh.Usual types are:The first through fourth gears are accessed when low range is selected. To access the fifth through eighth gears, the range selector is moved to high range, and the gear lever again shifted through the first through fourth gear positions. In high range, the first gear position becomes fifth, the second gear position becomes sixth, and so on. This allows even more gear ratios. Both a range selector and a splitter selector are provided. In older trucks using floor-mounted levers, a bigger problem is common gear shifts require the drivers to move their hands between shift levers in a single shift, and without synchromesh, shifts must be carefully timed or the transmission will not engage. Also, each can be split using the thumb-actuated under-overdrive lever on the left side of the knob while in high range. L cannot be split using the thumb lever in either the 13- or 18-speed. The 9-speed transmission is basically a 13-speed without the under-overdrive thumb lever.Transmissions may be in separate cases with a shaft in between; in separate cases bolted together; or all in one case, using the same lubricating oil. With a third transmission, gears are multiplied yet again, giving greater range or closer spacing. Some trucks thus have dozens of gear positions, although most are duplicates. Two-speed differentials are always splitters.