[detamble13]

This maintains the same packaging envelope and mounting points found in the TR-9080 DCT which is the transmission in the C8. So does this make it into a production Corvette? Or will this be a product solely destined for the aftermarket? What do you guys think

https://tremec-blog.com/new-tremec-6...m-performance/

New TREMEC 6-Speed Manual Transaxle Redefines Custom Performance

The newest aftermarket offering from TREMEC is the ultimate performance 6-speed manual transaxle, creating new possibilities for custom car and truck builders. It enables true mid-engine configurations with exceptional on-track performance—ideal for drivers who want the control of shifting their own gears.

Building upon decades of manual transmission experience and leveraging insights from developing the TR-9080 DCT transaxle system for the Chevrolet C8 Corvette, TREMEC set out to create a simplified yet robust manual transaxle. The result? A transmission that helps car builders achieve optimal weight balance and superior handling in a package that is ideal for mid-engine builds and custom rear wheel drive vehicles.

The TREMEC manual 6-speed transaxle maintains the TR-9080 DCT unit’s packaging envelope and mounting points to help builders design things around the transaxle for optimal suspension fitment and travel maximum handling capability. Gear shifts are controlled via cable that connects to the shift mechanism on the left side of the transaxle, seen in this photo just behind the half-shaft axle mounting point/output.
To start, TREMEC designed the transmission to utilize the TR-9080 DCT mounting points and a similar case profile. This allows builders to use already available factory Corvette components for easier installation. The aluminum case design achieves the right balance between strength and weight to handle heavy torque loads. The side-mounted cable shift mechanism provides precise, responsive gear changes.

The TREMEC 6-speed manually shifted transaxle features a mechanical limited-slip differential, no park lock and has an estimated rating of 800 lb-ft of torque and 1,000 horsepower with input engine RPM up to 8,600.
Inside the TREMEC manual transaxle are 6 forward gears plus Reverse. The gears are designed with helical angles and cut to for maximum torque handling capability while minimizing gear noise. This gives the TREMEC manual-shifting transaxle an estimated input torque rating of 800 ft-lbs of torque, 1,000 horsepower and an impressive maximum engine RPM capability of 8,600. The integrated mechanical limited slip differential provides superior traction under power, enhanced cornering and consistent handling.

The gear ratios in this TREMEC aftermarket transaxle are different from a traditional manual transmission, because a transaxle combines the function (and overall gearing) of the transmission and the axle. After thorough research the ratios were chosen to make the new transaxle compatible with the widest array of engines/power outputs and RPM ranges as possible. The result is a transaxle that can be used in a variety of builds and engine combinations.

The new TREMEC 6-speed manual transaxle brings ultimate performance engineering to the custom vehicle market with exceptional strength, balance, and drivability in mid-engine configurations. TREMEC has made it easier than ever for builders to create high-performance, driver-focused vehicles.

The TREMEC 6-speed manual transaxle uses a multi-plate clutch with a concentric slave cylinder for clutch actuation. Gear lubrication and cooling is supplied via a geroter pump driven off the transaxle’s input shaft.

[Martinjlm]

Originally Posted by detamble13

This maintains the same packaging envelope and mounting points found in the TR-9080 DCT which is the transmission in the C8. So does this make it into a production Corvette? Or will this be a product solely destined for the aftermarket? What do you guys think

https://tremec-blog.com/new-tremec-6...m-performance/

New TREMEC 6-Speed Manual Transaxle Redefines Custom Performance

The newest aftermarket offering from TREMEC is the ultimate performance 6-speed manual transaxle, creating new possibilities for custom car and truck builders. It enables true mid-engine configurations with exceptional on-track performance—ideal for drivers who want the control of shifting their own gears.

Building upon decades of manual transmission experience and leveraging insights from developing the TR-9080 DCT transaxle system for the Chevrolet C8 Corvette, TREMEC set out to create a simplified yet robust manual transaxle. The result? A transmission that helps car builders achieve optimal weight balance and superior handling in a package that is ideal for mid-engine builds and custom rear wheel drive vehicles.

The TREMEC manual 6-speed transaxle maintains the TR-9080 DCT unit’s packaging envelope and mounting points to help builders design things around the transaxle for optimal suspension fitment and travel maximum handling capability. Gear shifts are controlled via cable that connects to the shift mechanism on the left side of the transaxle, seen in this photo just behind the half-shaft axle mounting point/output.
To start, TREMEC designed the transmission to utilize the TR-9080 DCT mounting points and a similar case profile. This allows builders to use already available factory Corvette components for easier installation. The aluminum case design achieves the right balance between strength and weight to handle heavy torque loads. The side-mounted cable shift mechanism provides precise, responsive gear changes.

The TREMEC 6-speed manually shifted transaxle features a mechanical limited-slip differential, no park lock and has an estimated rating of 800 lb-ft of torque and 1,000 horsepower with input engine RPM up to 8,600.
Inside the TREMEC manual transaxle are 6 forward gears plus Reverse. The gears are designed with helical angles and cut to for maximum torque handling capability while minimizing gear noise. This gives the TREMEC manual-shifting transaxle an estimated input torque rating of 800 ft-lbs of torque, 1,000 horsepower and an impressive maximum engine RPM capability of 8,600. The integrated mechanical limited slip differential provides superior traction under power, enhanced cornering and consistent handling.

The gear ratios in this TREMEC aftermarket transaxle are different from a traditional manual transmission, because a transaxle combines the function (and overall gearing) of the transmission and the axle. After thorough research the ratios were chosen to make the new transaxle compatible with the widest array of engines/power outputs and RPM ranges as possible. The result is a transaxle that can be used in a variety of builds and engine combinations.

The new TREMEC 6-speed manual transaxle brings ultimate performance engineering to the custom vehicle market with exceptional strength, balance, and drivability in mid-engine configurations. TREMEC has made it easier than ever for builders to create high-performance, driver-focused vehicles.

The TREMEC 6-speed manual transaxle uses a multi-plate clutch with a concentric slave cylinder for clutch actuation. Gear lubrication and cooling is supplied via a geroter pump driven off the transaxle’s input shaft.

It's for the next gen CT5 and the Chevrolet-to-be-named. In each case paired with GM's light duty version of the 6.6L small block V8 that's being installed at the Tonawanda NY engine plant. The heavy duty truck version is already in production at Flint.

[detamble13]

Thanks for the info James! What are your thoughts on this ever making it into a Corvette? Maybe something for the C9?

[Martinjlm]

Originally Posted by detamble13

Thanks for the info James! What are your thoughts on this ever making it into a Corvette? Maybe something for the C9?

Zero %

[almimono]

Interesting thread!

[Martinjlm]

Originally Posted by detamble13

Thanks for the info James! What are your thoughts on this ever making it into a Corvette? Maybe something for the C9?

Originally Posted by Martinjlm

Zero %

I need to walk this back a bit. I've seen a bit more detail on this one and it is NOT the one I thought it was. This part --> The TREMEC manual 6-speed transaxle maintains the TR-9080 DCT unit’s packaging envelope and mounting points to help builders design things around the transaxle for optimal suspension fitment and travel maximum handling capability. Gear shifts are controlled via cable that connects to the shift mechanism on the left side of the transaxle, is the key. I'd say more than a 50% chance...maybe 80%.

[Martinjlm]

Just to explain my thinking on this I am approaching it as if I am still at GM and still involved in product portfolio planning. So I look at technical feasibility, impact on volume of vehicles sold, impact on total revenue generation, or more specifically, gross margin.

Technical feasibility seems mostly solid. The main issue that made me say 0% at the very beginning is the fact that the C8 center tunnel is a structural element in the car. I was still at GM when it was determined that running transmission linkage through the tunnel was a non-starter. The original and non-negotiable reason for no MT. Period. So the only question wrt feasibility today is has GM learned enough with C8 to have developed a way to either drive-by-wire an MT or to package cabling parallel to but not through the tunnel. Either would support a C9 implementation.

Impact on volume is a question of "how many more Corvettes could be sold if an MT is added?" Do NOT confuse this with "how many Corvettes are typically sold with an MT?". The questions are related but not identical. We should not assume that every person who bought an MT would have walked away instead of buying a DCT. Especially considering how good that DCT is. C8 is not really hurting for sales. So, for C7, about 26.5% bought MT. When C8 launched without MT, sales did not magically drop by 26.55%. In fact, they increased significantly and continue to grow with the addition of new trims. 2023 and 2024 both saw Corvette sales greater than 40,000 units per year. That only happened once during C7 (2016). More would be nice, but they have to pay for themselves by at least offsetting the additional cost to add the option.

Which brings us to revenue impact. Total Revenue is the [total number of units sold] X [price per unit]. Gross Margin is [Total Revenue] - [Total Cost]. Total Cost would include any modifications required by GM to add the option. That would include cost of any additional equipment and/or processing required. It would also include any piece cost difference between the currently available option (8DCT) and the newly added option (6MT). It would also include any engineering costs, including validation testing, to make it all work. This is probably a good news story for GM, since Tremec has already stated that the 6MT can fit in the exact location with the exact connect points as the DCT. If the piece costs are similar, then it all comes down to engineering a solution that puts a shifter in the passenger compartment. GM has had at least 8 years to work on that problem. Maybe they have a solution, maybe they don't. If they do, it would make sense to implement the solution in the overall engineering costs appropriated to develop C9.

Looking at it from Tremec's side, the question is "Is this a production ready product or is it a proof of concept?". In other words, are they shopping this based on prototype shop builds that show that it CAN be done or have they already gotten commitment from an OEM to use it and are now only talking about it publicly to get more users on board to help thin out the costs of installing the capacity? If this is proof of concept, without a bought in customer the likelihood of it happening are significantly reduced. If they don't get an OEM signed up, the project goes back on the shelf. But if they already have an OEM signed up <cough> GM </cough> then it's game on. This is the biggest wild card right now. Is Tremec committed to production because they have a committed customer or are they fishing? The good news here is that at a component level, DCTs are not all that much different than manual transmissions. They both use a layshaft design with input / output gear pairings for each gear range, as opposed to automatic transmissions that are based more on planetary gearsets and hydraulic engineering / powerflow dynamics. It is possible that most of the manufacturing equipment and processes to produce the 6MT are already installed and running.

So summing it all up, I'd say fairly high potential for this to happen.

[detamble13]

Excellent breakdown and overall good news.

The Mustang GTD also uses the same TR9080 DCT and could be another potential car to receive this manual. But I'm thinking its application as an extreme version of the Mustang will keep it DCT only. This manual will be best used in the base Vette and Z06. The potential for it going into the new CT5 and unnamed Chevy car makes me excited for future gm product.

[Realist]

When I first saw this post on 11/6 my thoughts were that it would be for Vette and GT500 if Ford ever brings one out again. The Vette is cool and would love to see a manual in it for sure. But the Vette really isn’t for me. I like 2 door coupes with muscle and not so much supercar looks. Never owned a mustang but if they could ever get a manual in an GT500 and priced better than a Vette I would go that route.