New Tremec 6 Spd for Mid-Engine applications

Tremec just released info about their latest project. It's a 6spd manual transaxle with C8 Corvette mounting points. Can handle input speeds of 8600rpm, 1000hp, and 800 ft-lbs of torque. Built in Limited-Slip differntial.

We'll probably see SEMA/Youtube C8 swaps at some point, but it's a cool new option for custom Mid-Engine builds too that have relied on old VW/Audi stuff for decades now. 

No info on pricing that I've found, but we can assume that it won't be Challenge friendly.

So, what would you use it in? Manual C8? Mustang GTD uses the same Dual Clutch Auto as the C8 so perhaps a GTD/Manual swap could create a Porsche GT3 competitor? Custom mid-engine thing?

Sweet! Out of reach, but sweet. A proper mid engined Corvair is the first thing that comes to mind, but a better LS Boxster is probably cheaper and more capable. Good Brain Candy. Not as long as I would've thought.

Looks like it was built to use Boxster shift cables and shifter.

Are we pretending we have the infinite money cheat?  Recreating a SARD MC8 with a more modern IS-F engine and one of these bad boys sounds great to me.

Pete. (l33t FS) said:

Looks like it was built to use Boxster shift cables and shifter.

Looks like just generic mount studs on the shift levers, though they are in more or less positives the same as on Porsche transaxles. 

I wonder how much electronics berkeleyery yours have to do to make that work in a c8. I guess once you have the engine on an aftermarket ECU it wouldn't really matter. But it's not going to be a simple swap into an otherwise stock car.

Honestly? A six-speed manual C8 sounds rad as heck.

Hoe about this?  They are using direct injection and mostly stock computers. . .  He has other vids leading up to the drive.

     https://www.youtube.com/watch?v=ZP3pEb1ZOgs

    Worlds-First Big Block 8.1L- C8 Corvette Hits the Streets for the First Time!
Greg Quirin

Same exact mounting points as the C8. 

I have heard from too many people that they were trying for a C8 Grand Sport with a manual and that is also why they changed the center console to think that this release is a fluke.  

Could we mount the engine directly to it and recreate a mid engine BOSS 429?

That's just sexy as all get out. I don't want a car with enough power to justify that, but I love that it's a thing. 

Can you retrofit a manual transmission to an engine that was never designed to be adapted to one? For example, can the C8's thrust bearings handle the sort of axial loading that a manual transmission might apply to it?

wearymicrobe said:

I have heard from too many people that they were trying for a C8 Grand Sport with a manual and that is also why they changed the center console to think that this release is a fluke.  

Plot twist: the C8 Grand Sport will come with a column shifter. Three (times two) on the tree!

confuZion3 said:

Can you retrofit a manual transmission to an engine that was never designed to be adapted to one? For example, can the C8's thrust bearings handle the sort of axial loading that a manual transmission might apply to it?

That is something I've never actually considered but in the world of manual swapping engines that never came with a manual I don't think I've ever heard of that being an issue. the toyota UZ family, nissan VK family, and GM 4200 are a few that come to mind as auto-only engines that have regularly been manual swapped

confuZion3 said:

Can you retrofit a manual transmission to an engine that was never designed to be adapted to one? For example, can the C8's thrust bearings handle the sort of axial loading that a manual transmission might apply to it?

Automatic transmissions put a constant forward thrust on the crank because of fluid pressure trying to push the torque converter out.  I don't know offhand what is nominal with modern transmissions, but the AERA measured a TH350 and found a roughly 1:1 ratio between cooler line pressure in PSI and thrust in pounds of force. (Article was about thrust bearing failures caused by plugged transmission coolers or internal transmission faults)  This may actually be higher with lockup converters because they use fluid pressure to engage the clutches.

Manual transmissions only have thrust when the clutch is pushed down, automatics have thrust any time the engine is running.

This was actually a problem with the 24v 3.5 in the first Intrepids.  They engineered a thrust bearing that actually had hydrodynamic effects like a journal bearing to combat failures in development engines, and were rather proud of it.

This could be a good substitute for the big-money Porsche transaxles in custom mid-engined things.

GameboyRMH said:

This could be a good substitute for the big-money Porsche transaxles in custom mid-engined things.

It'll be interesting to see what it actually costs. I can't imagine it's "cheap" but it might be cheaper than some of the porsche stuff, especially if you need something to hold big power. Looks like most of the gear train is likely carried over from the corvette DCT - second through sixth, reverse, and the final drive ratio appear to be the same as the base C8. So maybe not wildly expensive if the case, input shaft, and shift mechanism are more or less the only unique parts. First gear is taller which is nice because even at base corvette power it's basically useless.

In reply to dps214 :

Almost all automated manuals have really short 1st gears, to minimize clutch slippage.

I have only ever driven the DSG/S-tronic flavors (and a couple Smarts), but actually living with one is kind of interesting/annoying in traffic or, especially, when parking.  With a manual trans, you can slightly engage the clutch then re-disengage at speeds lower than idle in 1st gear, with the DSG it's like the car wants to go no slower than 4mph because the clutch won't engage until you are almost entirely off the brake.

Availability/affordability of a good transaxle was what always prevented me from building a mid-engine V8 car. Probably a good thing, looking back.

I won't spoil anything, but I've been contacted by several companies now to develop the CAN controls to emulate the TCU to make the C8 "happy". Good thing's could be coming. 

Also, little easter egg from Tremec, but the maximum rated RPM is suspiciously identical to the C8Z's redline... Hmmmmm 

That is interesting.  But I need an affordable trans like that.  Some thing that would not break up to 500hp.

dps214 said:

GameboyRMH said:

This could be a good substitute for the big-money Porsche transaxles in custom mid-engined things.

It'll be interesting to see what it actually costs. I can't imagine it's "cheap" but it might be cheaper than some of the porsche stuff, especially if you need something to hold big power. Looks like most of the gear train is likely carried over from the corvette DCT - second through sixth, reverse, and the final drive ratio appear to be the same as the base C8. So maybe not wildly expensive if the case, input shaft, and shift mechanism are more or less the only unique parts. First gear is taller which is nice because even at base corvette power it's basically useless.

The S5R is the only thing that is close that I have seen and at 17K+ with shipping if this thing is 20-25K and fits a reasonable number of bolt patterns this will sell really well. Built G50's are 30K now with core exchange and stop around 700hp for strenght.  

goingnowherefast said:

I won't spoil anything, but I've been contacted by several companies now to develop the CAN controls to emulate the TCU to make the C8 "happy". Good thing's could be coming. 

 

Also, little easter egg from Tremec, but the maximum rated RPM is suspiciously identical to the C8Z's redline... Hmmmmm 

Tremec "estimated ratings": 1000hp    800 lbs-ft      8600rpm

C8 ZR1 official ratings:         1024hp    828 lbs-ft      8100rpm      

I can definitely see the "value" of used C8s going up if a viable manual swap option becomes available.  It will be interesting to see how folks fit a clutch pedal in the foot well. 

Otherwise, I can dream up all sorts of potential kit cars to stuff one of these into.   I would hope Tremec sent mounting dimensions to RCR, Factory 5 and others months ago... 

Considering a Tremec T56 is about $4K, my WAG is the mid-engine version will be around $10K since it basically includes a rear differential with limited slip as well.  

How will the price compare to a Mendeola? I know those are built to hold up to big LS power and big tires. 

Ian F (Forum Supporter) said:

Considering a Tremec T56 is about $4K, my WAG is the mid-engine version will be around $10K since it basically includes a rear differential with limited slip as well.  

How much is shared with the automatic?

I ask, because part of why the T56 was so cheap in the aftermarket was because they had the tooling to crank them out in mass quantities for all sorts of OE applications.