Quote:
Originally Posted by lt4camaro
I am comparing the C7 trans axle drive train not a rear drive transmission in the middle vehicle versus the mid engine drivetrain, real world the drivetrains today absorb 15% . Look at Gm sae certified horsepower ratings, then get a bunch of good stock dyno pulls, add 15 % to those dyno pulls and your very close to the SAE certified rating . IMO, I do not think the Mid engine drive train will be that much more efficient on a dyno, maybe 12% versus 15%. Great 0-60 times are achieved by a super hook and no spin all the way to 60 and no spin during a hard shift. After that 60 to 120 will be slightly quicker only because of the super fast shifts and power thru shift that the tremec DCT allows instead of power interuption on a typical torque converter automatic and of course a manual trans even while power shifting.
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The C7 transaxle drivetrain is a front engine, connected by a torque tube to a rear transaxle setup. The torque tube is somewhat heavy, and absorbs power. That's eliminated in the mid-engine setup. The engine and flywheel are directly connected to the transaxle. It's a much more efficient setup. The only loss now will be the weight of the flywheel, efficiency of the dual clutch, and whatever resistance is in the transaxle. With today's super synthetic lubricants, the trans could actually be quite efficient. It's a new trans so you can bet it takes full advantage of computer calculated efficiency in its design and performance. This is a state-of-the-art car. Results are going to be state-of-the-art too.
When asked about the performance, the engineers aren't suddenly grinning for no reason. They know what it means to say the C8 will outperform its predecessors. We'll have to wait for official numbers and track tests, but I suspect it's going to set a new standard and be surprising.