- Ford 12 Speed Transmission
- 12 Speed Manual Transmission Layout Download For Windows 7
- Zf 12 Speed Transmission Manual
- Manual Transmission Cars For Sale
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| TVR Cerbera Speed 12 | |
|---|---|
| Overview | |
| Manufacturer | TVR |
| Also called | TVR Project 7/12 TVR Speed 12 TVR Cerbera Racer |
| Assembly | Blackpool, England |
| Body and chassis | |
| Class | Sports car (S) |
| Body style | 2-door coupe |
| Layout | FR layout |
| Related | TVR Cerbera |
| Powertrain | |
| Engine | 7,730 cc (7.73 L) Speed 12V12 |
| Transmission | 6-speed manual |
| Dimensions | |
| Wheelbase | 2,640 mm (103.9 in)[1] |
| Length | 4,360 mm (171.7 in)[1] |
| Width | 1,960 mm (77.2 in)[1] |
| Height | 1,130 mm (44.5 in)[1] |
| Curb weight | 1,100 kg (2,425 lb)[1] |
| Chronology | |
| Successor | TVR T400R |
The TVR Cerbera Speed 12, originally known as the Project 7/12, was a high performance concept car designed by TVR in 1997. Based in part on then-current TVR hardware, the vehicle was intended to be both the world's highest performance road car and the basis for a GT1 class endurance racer. However, problems during its development, changing GT1 class regulations and the eventual decision that it was simply incapable of being used as a road car ended the idea, forcing TVR executives to abandon its development.
The vehicle's engine, displacing 7.7 litres and having twelve cylinders, was reportedly capable of producing nearly one thousand horsepower, although an exact measurement was never made. Nonetheless, its performance was said to be astonishing, and it may have been capable of hitting sixty miles per hour in the low-three second range and have a top speed greater than that of the McLaren F1.[2]
- 1History
History[edit]
Project 7/12 concept[edit]
The vehicle, known as the TVR Project 7/12, first appeared at the 1996 Birmingham Motor Show and dominated the show once it was unveiled, attracting more crowds than any other cars in the show. The number '7' referred to the seven-point-seven litre (7.73 l) engine, and '12' for the number of cylinders in the engine. TVR said it would have over 800 bhp (600 kW) and be faster than the McLaren F1. The first concepts shown were based on in-development FIA GT1 class race car that was current at that time. It would be restricted to a more modest 660 bhp (490 kW) but the weight would be kept at roughly 1000 kilograms. The road car would weigh the same but without the restrictors, the power was greatly increased, TVR officially said it had 800 bhp (600 kW) but the real figure was never properly recorded. It had a specially built 6-speed manual transmission and clutch. The engine was essentially two TVR AJP6straight-6 engines mated on a single crankshaft. Unusually for an automobile of its type, the Speed Twelve's engine block was not constructed of cast iron or aluminiumalloy, but rather of steel.
Speed 12[edit]
By 1998 the car had been renamed the TVR Speed 12 and their GT1 racer was almost ready to go. TVR wanted to race at the 24 Hours of Le Mans, but that never happened. However, the Speed 12 GTS did manage to compete in a few races in the FIA GT Championship in the GT1 class, though sudden rule changes caused by advanced high-cost purpose built racers such as Porsche 911 GT1, Nissan R390 and Toyota GT-One and the subsequent demise of the class in other championships suddenly rendered the Speed 12 obsolete.[citation needed] In order that their work not go to waste, TVR immediately set about creating the road-going Speed 12, although the project would not be completed for another year.
Design-complete in 2000, the TVR Cerbera Speed 12, like its predecessor, never had a true measurement of engine power output officially taken, although the original engine (which produced 800 bhp) was employed yet again. The weight was kept down to 1000 kilograms and TVR reminded people that they were making a car that they thought would beat the McLaren F1 with the words 'over 240 miles per hour' mentioned on several occasions. The new car would also be built in parallel with a new race car, although TVR were forced to opt for GT2 class as the GT1 class had been dropped some years previous. The new race car managed to run for a few seasons in the British GT Championship and had some success, winning several races.[citation needed] It did however have problems with reliability, often leading to the car retiring from races. Meanwhile, the road car was almost ready and TVR had taken a good number of orders and deposits for it. With a price of £188,000 it would be the most expensive TVR in history.
The racing version of the engine produced approximately 675 bhp (503 kW) with its power limited by the intake restrictors required by racing regulations. For the road-version of the engine, the restrictors were not needed so the engine was developed without them.
In an interview then-owner Peter Wheeler, said that TVR had tried to record the car's power on an engine dyno. The dyno was rated at 1,000 bhp (750 kW) but the test resulted in its input shaft being broken. To get an approximate figure TVR engineers tested each bank individually; the result was 480 bhp (360 kW) per bank, suggesting a total rating of 960 bhp (720 kW). Wheeler, no newcomer to high performance cars and an experienced racer in the TVR Tuscan Challenge, drove one of the finished prototypes home and concluded that the car was unusable on the road, in his opinion simply too powerful.
The deposits were returned when the production plans were cancelled. The remaining prototypes were carted around to various car shows and one by one they were dismantled and used as spares for the Speed 12 race cars still competing in the British GT championship. The life of the Speed 12 was however, not yet over. In August 2003 TVR placed an advert in Auto Trader for a TVR Cerbera Speed 12 registered W112 BHG. What TVR planned to do was to rebuild one of the prototypes and sell it on to an enthusiast.[3] Buying the car was not a simple process however, and involved being personally met and vetted by Peter Wheeler himself to make sure the buyer was a suitable candidate for purchasing the car.[3] Eventually, the deal was completed and the Speed 12 was rebuilt and handed over to its new owner. Since the original bodywork had been destroyed, TVR had to use a remaining shell from one of the GT racers, which proved a positive point as with the increased downforce the car would be even faster round a track than before.[citation needed] On top of that TVR did some more work on the engine and the ECU. The car featured in the May 2005 edition of Evo Magazine in which it was described as 'awesome' and 'terrifyingly quick'. W112BHG is on display at the Lakeland Motor Museum, Backbarrow, Cumbria.
Chassis and body statistics[edit]
- Brakes: Ventilated discs, 378 mm (14.9 in) diameter (front), 273 mm (10.7 in) (rear)
- Suspension: Double wishbones, coil springs over gasdampers, anti-roll bar
Performance statistics (factory claims)[edit]
- 0-60 mph (97 km/h): 2.9 seconds[4]
- Weight: 2,205 lb (1,000 kg)[1]
- Power: 800 bhp (597 kW; 811 PS)[1]
- Top speed: 240 mph (386 km/h)[1]
References[edit]
- ^ abcdefgh'Derek's Exotic Cars - 1998 TVR Speed 12'. Fantasycars.com. Retrieved 8 October 2009.
- ^TVR-Talk: TVR Cerbera Speed 12 (2000) StatisticsArchived 5 March 2009 at the Wayback Machine
- ^ abJohn Barker. (May 2005), ' :Evo Magazine.
- ^'1998 TVR Cerbera Speed 12'. Top Speed. Retrieved 8 October 2009.
External links[edit]
| Wikimedia Commons has media related to TVR Cerbera Speed 12. |
All road vehicles powered by internal combustion engines have a transmission as part of the powertrain. The simplest type of transmissions is the manual transmission. It’s called “manual” because the driver has both roles of decision making (when to perform a gearshift) and actuation (actual gearshift process).
The traction characteristics of an internal combustion engine makes it impossible to propel a vehicle without a transmission. The torque and speed output of the internal combustion engine are either too low or too high to match the dynamic requirements of a vehicle. Thus, the role of a transmission is to:
- adapt the torque output of the engine function of the road load
- make possible the backwards movement of the vehicle, for the same direction of rotation of the engine
- allow engine disconnection from the rest of the powertrain
What is the difference between a transmission and a gearbox ?
Usually a transmission consists of a gearbox plus a differential. The gearbox contains all the gear assemblies, shafts, synchronizers, rails, etc. The gearbox can be regarded as the transmission without the differential.
For front-wheel drive (FWD) vehicles, the powertrain (engine + gearbox + differential) is completely contained on the front axle. Thus, for this type of vehicles, when we refer to the transmission, we consider that it contains both the gearbox and the differential.
Image: Vehicle powertrain for a front-wheel drive arrangement – kinematic viewFor rear-wheel drive (RWD) vehicle, the powertrain is split between the front and rear axles. The front axle contains usually the engine and gearbox, while the rear axle contains the differential. Thus, for this type of vehicles, transmission or gearbox has the same meaning.
The transmission is mounted after the coupling device (clutch, torque converter), takes the clutch torque and speed as input and converts and distributes them to the wheels through the half shafts.
Types and main components of a manual transmission
Every manual transmission consists of input and output shafts, several permanent-mesh gears and an actuation mechanism. Depending on the number of ratio stages used to make up the gears, the transmissions are classified as:
- single-stage transmissions
- two-stage transmissions
- multi-stage transmissions
In a single-stage transmission, a gear ratio is formed with only one pair of gears. Also, there are only two shafts in the transmission: an input shaft and an output shaft. This type of transmissions are primarily used in front-wheel drive vehicles.
Credit: Getrag |
A particular feature of this type of transmission is that there is no direct drive gear (ratio = 1.00). This is because all gear ratios are formed by a pair of permanent-mesh gears. There is an equivalent gear for the direct drive gear, with the gear ratio close to 1.00 (e.g. 0.98 or 1.02).
Two-stage transmissions are used for standard powertrain configuration (engine on front axle with rear-wheel drive). Most of these transmissions have an input shaft, a counter shaft and an output shaft. There are also configurations with only two shafts (input and output).
Image: ZF S6-37 6-speed two-stage manual transmission – components
Credit: ZF
In the case of a two-stage transmission, the input shaft and the output shaft have a coaxial arrangement (their axis is common), while on single-stage transmissions the axis of the input and output shafts are different, with an offset between them.
Both single-stage and two-stage transmissions have the input shaft connected to the clutch.
All the forward gear assemblies have synchonizers for engagement. The purpose of the synchronizer is to align the input shaft speed to the output shaft speed when a gearshift is performed.
Image: Two-stage manual transmissionTwo-stage transmissions have a constant gear which mechanically links the input shaft to the counter shaft. Thus, every gear ratio is made up with two permanently-meshed gear assemblies, the constant gear plus the gear assembly for the specific gear. Because of this arrangement, two-stage transmissions have slightly less overall efficiency.
The direct drive gear (4th gear in the image above) is the gear which connects the input shaft directly to the output shaft, without going through a gear mesh. Thus the gear ratio for a direct drive gear is 1.00 (no conversion of speed or torque).
Image: Manual transmission gearshift animation (click on image for animation play)In every transmission, except for the reverse gear, all the forward gears are permanently meshed. For the example above, all the gears on the counter shaft are fixed (they rotate together), and all the gears on the output shaft are free (they rotate independently of the output shaft).
The synchronizers are fixed on the output shaft. When engaging a gear, the synchonizer will make the connection between input/counter shaft and output shaft.
The reverse gear contains an extra gear in order to change the direction of rotation of the output shaft. The reverse gear doesn’t have a synchronizer since the reverse gear is engaged after the vehicle has come to a complete stop.
Image: Engagement of the Reverse gear for a manual transmissionAll the gearshifts in a manual transmission are performed with torque interruption. Before a gearshift, the clutch is opened and there is no more engine torque transmitted to the input shaft. After the gearshift is complete, the clutch is closed back in order to allow the flow of the engine power (torque and speed).
In the case of a manual transmission, the gearshift can be:
- upshift: the gear number is incremented (e.g. from 1st gear to 2nd gear)
- downshift: the gear number is decremented (e.g from 3rd gear to 2nd gear)
Modern manual transmissions have 5, 6 or even 7 forward gears and 1 reverse gear. Each gear is characterized by a gear ratio.
Multi-stage transmissions are using more than two permanently meshed gears assemblies for a gear ratio formation. They are primarily used in commercial vehicle applications.
How the engine, speed, torque and power is modified by the transmission ?
The core element of a manual transmission is the meshed gear assembly. It consists of two toothed wheels (gears) meshed together. The gear that is connected to the input/counter shaft is the input gear, the gear connected to the synchronizer is the output gear. Every gear has a fixed gear ratio.
Image: Gear ratio calculationThe gear ratio (i) is the ratio between the number of teeth of the output gear (zout) and the number of teeth of the input gear (zin). For the example above the gear ratio is:
[i = frac{z_{out}}{z_{in}} = frac{24}{16} = 1.5]For a given speed of the input gear (nin = 4500 rpm) and a gear ratio (i = 1.5), the speed of the output gear (nout) will be:
[n_{out} = frac{n_{in}}{i} = frac{4500}{1.5} = 3000 text{ rpm}]For a given torque of the input gear (Tin = 200 Nm) and a gear ratio (i = 1.5), the torque of the output gear (Tout) will be:
[T_{out} = T_{in} cdot i = 200 cdot 1.5 = 300 text{ Nm}]We can see that, for a gear ratio higher than 1.00, the output speed is reduced while the output torque is amplified.
What happens to the power, does it change? To find the answer to this question we need to calculate the power at the input gear and the power at the output gear, with the equation:
[P text{ [W]} = T text{ [Nm]} cdot frac{pi}{30} cdot n text{ [rpm]}]For our input data above, we’ll get:
[ begin{equation*} begin{split}P_{in} &= T_{in} cdot frac{pi}{30} cdot n_{in} &= 200 cdot frac{pi}{30} cdot 4500 &= 94248 text{ W}
P_{out} &= T_{out} cdot frac{pi}{30} cdot n_{out} &= 300 cdot frac{pi}{30} cdot 3000 &= 94248 text{ W}
end{split} end{equation*} ]
As we can see a gear ratio doesn’t transform the power also, but only the torque and speed, keeping the power constant. In reality there is a small power drop, at the output gear, due to gear mesh efficiency. For one gear mesh assembly, the efficiency is around 0.98 – 0.99. In this case the output power will be:
[P_{out} = P_{in} cdot eta_{gear} = 94248 cdot 0.98 = 92363.04 text{ W}]Example of real-world manual transmission: TREMEC TR-6070
Source: http://www.tremec.com
The TREMEC TR-6070 seven speed manual transmission was designed specifically for premier North American sports cars and integrates an awe inspiring shift technology. The TR-6070 is based on the well respected TR-6060 six speed transmission. A triple overdrive gear was added to improve fuel economy and lower emissions. Incorporated in the TR-6070 is a Gear Absolute Position (GAP) sensor. The technology provides a signal from the transmission to the engine controller, inferring the real time position of the shift selector. With this information, the engine RPM can be controlled to match the next gear selection which enhances driveability.
Image: TREMEC TR-6070 7-speed manual transmissionCredit: Tremec
Ford 12 Speed Transmission
Design features of the TR-6070 synchronizers include a combination of double-cone and triple-cone rings, utilizing a hybrid solution on all forward gears. The hybrid rings are a combination of carbon and sintered bronze cones providing higher capacity and shift performance. Linear bearings lower the friction of the shift rail movements, making the shifter feel naturally lighter and more direct.
TR-6070 Features at a Glance:
- Rear wheel drive, seven-speed manual overdrive transmission
- Triple overdrive for improved fuel economy and lower emissions
- Gear ratio spread of up to 6.33
- Triple- and double-cone synchronizers
- Advanced and asymmetric clutch teeth in second and third speed gears
- Two-piece gear design for high torque capacity
- Low mass, hollow shaft design available
- Sensors include:
- Temperature
- Speed
- Gear position
TREMEC TR-6070 Transmission Specifications:
TypeRear wheel drive, seven-speed manual overdrive transmissionMaximum gross vehicle weight (reference) [kg/lb]2400 / 5291CaseDie-cast aluminum alloyCenter distance [mm]85
Overall length [mm]782Clutch housingIntegratedSynchronizer typeDouble and triple cone; hybrid friction materialLubricant typeDexron III ATF12 Speed Manual Transmission Layout Download For Windows 7
Lubricant capacity (approximate) [L / pt]3.5 / 7.4Transmission weight [kg / lb]65.2 / 143.75Power take offZf 12 Speed Transmission Manual
NoAvailable Gear RatiosAlternative ratios available upon request;
may result in different maximum input torqueGearABC12.972.662.2922.071.781.6131.431.301.2141.001.001.0050.710.740.8260.570.500.6870.480.420.45R2.852.532.70Input Torque [Nm / lb-ft]625 / 460740 / 545860 / 635
Manual Transmission Cars For Sale
Manual transmissions have relatively simple mechanics, do not require maintenance, are robust and with very good overall efficiency. Understanding how a manual transmission works is critical in order to advance to more complex topics as automatic or double-clutch transmissions.
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