SBC_and_a_stick

I have driven the Stingray at the track recently and have found one major weak spot in the design. I am afraid this weak spot will be common to the Z06 models as well.

The syncros are hella crunchy, as Jeremy Clarckson put it:
http://www.driving.co.uk/car-reviews...y-convertible/

To me this is a huge deal. It shouldn't take any effort to downshift from 4 to 3 in any conditions, but with the Stingray I found myself lost in the gearbox. I've driven manuals 100% of the time since my first car. there have been other crunchy manuals in the past, like the Z4 and various Dodges, but this Stingray was right up there with the worst.

So what does GM have in store for us with the Z06? If nothing, how about the aftermarket?

Edit:
From T56 to TR6060 to TR6070 Tremec went from carbon fiber to sintered bronze to a hybrid between the two respectively:
http://www.rsgear.com/articles/2008_02.pdf
http://www.tremec.com/anexos/TD%20JUN_13%20UTS.pdf

SRTRick

Were you using the rev match feature? If you were, or if you were heel and toeing it shouldn't be an issue.

js59

Exactly.

SBC_and_a_stick

Rev-match was on.

The clutch was depressed (pressed in) when performing shifts of course. Engine speed, and therefore rev-matching, or heal and toe shouldn't be a factor I would think.

The Highlander

downshifting without actually double clutching is going to be crunchy as you have to spin the primary shaft up instead of braking it down when you upshift. So its not that "natural" for the transmission.

Even if you use rev match and don't double clutch you will have this problem....

mirage2991

oh please

rjwz28

That's what synchros are for... I've never had this problem, double-clutching or not

NoOne

I get all kinds of crunchy when shifting from 2-3 at WOT, completely coming off the gas and on the clutch.


It only seems to happen when exiting a corner though at WOT from 2-3.

stevebz06

Some transmission rebuilders offer carbon fiber synchros that seem to help with this problem. Standard Gears offers rebuilds featuring these and I found the shifting to be greatly improved.

zo6 08

SBC_and_a_stick

The Tremec documents I quoted in the first post suggests the TR6070 uses sintered bronze synchros coated in carbon fiber. I'm not sure swapping to carbon fiber synchros would help unless the carbon fiber coating was shot on the car I drove.

It must be the surface treatment or design by Tremec. Otherwise, the rev-match makes it notchy?

stevebz06

Standard Gears also use a proprietary transmission lube, so that is another factor, but I found the total package to be a great improvement.

Bill Dearborn

Not sure where he got the traditional clunkiness about the shifting. I have owned three C5/C6 Vettes with the Borg Warner/Tremec transmission and none of them have been clunky. Most race tracks all you do is shift from 3rd to 4th and back to 3rd. Second gear is just for accelerating out of pit lane.

Bill

zeshawn

maybe it had a worn out synchro regardless of the miles the car had, some drivers are really hard on the synchros and damage them in short order, then again I don't know if it was your car or not...

SBC_and_a_stick

Not my car, someone was super nice enough to let me drive the **** out of their manual C7 on a track. I don't want to give any details regarding the owner for obvious reasons.

I think what it comes down to it is that Tremec can't build a smooth shifting transmission like many others on the market. It's really the only negative I could find for the Stingray.

The steering ratio was not tight enough and it was a bit cushy suspension wise but it was also in Sport mode. I'll give it a pass here, plus I'm getting the Z07 package.

SBC_and_a_stick

Is your comparison TR6070 vs rebuilt TR6070 with Standard Gears? I assume it's a TR6060 or T56 rebuilt in your comparison. It will probably take years to find someone that rebuilds a TR6070.