Manual Transmission differences
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Strength, no answer bit I do have this:
Elmer
Last edited by eboggs_jkvl; Sep 19, 2009 at 11:43 AM. Reason: File update
Drifting
Joined: Oct 2006
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From: Phoenix AZ
St. Jude Donor '09-'10-'11
ZR1 Transmission Gear Ratios
Additionally, the ZR1 ratios are as follows:
First: 2.29
Second: 1.61
Third: 1.21
Fourth: 1.00
Fifth: 0.81
Sixth: 0.67
Reverse: 3.11
Final Drive Ratio: 3.42
First: 2.29
Second: 1.61
Third: 1.21
Fourth: 1.00
Fifth: 0.81
Sixth: 0.67
Reverse: 3.11
Final Drive Ratio: 3.42
Melting Slicks
Joined: Jul 2007
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I do rememeber reading the base (Non-Z51) and Z06 trans have a higher tq rating than the Z51 trans. Not to mention only needing the 1-2-3 shift through the traps in the base/Z06 vs needing the 4th shift in the Z-51. 
Read posts #9 and #15 below
http://forums.corvetteforum.com/c6-t...ios-found.html
Read posts #9 and #15 below
http://forums.corvetteforum.com/c6-t...ios-found.html
Drifting
Joined: Oct 2006
Posts: 1,569
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From: Phoenix AZ
St. Jude Donor '09-'10-'11
ZR1 Transmission Specs
JayplaySS2--That's a great link--Thanx. So if a person builds a 416/418 Stroker LS3, H/C/I with S/C, the wisest choice in tranny is the ZR1, since the validated torque in the LS9 configuration must certainly be greater than the Z06/Base MM6. Does anyone have any info on the ZR1 tranny model ie. validated torque and speed in gear as the chart in the link gave for the Z51? 
Instructor
Joined: Nov 2007
Posts: 118
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From: Calgary Alberta
I switched the trans in my Z06 to the ZR1 trans. With 1st being taller it's a bit harder to launch but the close ratio makes 5th and 6th actually usefull. It's a bit clunkie until it warms up but then it's smooth as glass (the RPM Stage V might have something to do with this). The car has twin turbos so the monster torque had launching with the old trans tough to do without lighting up the tires. The taller 1st gear in the new trans helps some what.
CF Senior Member
Joined: Feb 2006
Posts: 23,313
Likes: 25
From: Tucson Arizona
The difference isn't huge but the gear ratios are different. The Z51 option was designed for the parking lot autocross enthusiast and has a wider ratio gearbox. A crude example is wide ratio gearboxes are often found in trucks where the 'granny' gear lets the truck start off easier under a heavy load.
The closer ratio gearbox of the 'base' C6 (same as the Z06) is more optimal for road racing applications. Closer ratio gearing means the engine can be kept closer to its power peak in all out road racing particularly in 1st-4th gears. Again, the difference isn't huge but there is a difference.
Someone already posted the gearing chart so that should help.
The closer ratio gearbox of the 'base' C6 (same as the Z06) is more optimal for road racing applications. Closer ratio gearing means the engine can be kept closer to its power peak in all out road racing particularly in 1st-4th gears. Again, the difference isn't huge but there is a difference.
Someone already posted the gearing chart so that should help.
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Thread Starter
Intermediate
Joined: Jan 2009
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Thanks
Thanks for all in the information. I think the non-Z51 is better for the road. I am looking to buy a C6. I am leaning toward the "Magnetic" suspension and wondered if there was an advantage to the transmission that comes with the Z51 and you guys answered it.
Thanks again.
Thanks again.
Safety Car
Joined: Nov 2007
Posts: 4,537
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From: Bethesda MD
Thanks for all in the information. I think the non-Z51 is better for the road. I am looking to buy a C6. I am leaning toward the "Magnetic" suspension and wondered if there was an advantage to the transmission that comes with the Z51 and you guys answered it.
Thanks again.
Thanks again.
If you aren't going to change gears the Z-51s lower 1-3 and 6th make the car a little more responsive.
Le Mans Master
Joined: Jul 2005
Posts: 5,328
Likes: 405
JayplaySS2--That's a great link--Thanx. So if a person builds a 416/418 Stroker LS3, H/C/I with S/C, the wisest choice in tranny is the ZR1, since the validated torque in the LS9 configuration must certainly be greater than the Z06/Base MM6. Does anyone have any info on the ZR1 tranny model ie. validated torque and speed in gear as the chart in the link gave for the Z51?
"2009 Tremec TR6060 (MH3/MG9) car transmission
2009 Model Year Summary
Tremec TR6060 six-speed manual car transmission
• New gear ratios
• Longer transmission inlet tube
• New input shaft (MG9)
• Trans pump added (MG9)
• High strength output shaft
• High strength rear housing (MG9)
• Additional roller bearing on mainshaft (MG9)
• Fixed constant velocity output flange (MG9)
• New inner rear extension seal (MH3)
• Integrated bell housing and adaptor plate (MG9)
FULL DESCRIPTION OF NEW AND UPDATED FEATURES
NEW GEAR RATIOS
A new close ratio set was introduced for the MH3 ratio. First gear is 2.29:1 while sixth gear is 0.68:1. The MG9 gear set is also new. First gear is 2.66:1 with a sixth gear ratio of 0.63:1. These new gear sets were created to ensure torque capacity as well as meeting program fuel economy and performance requirements.
LONGER TRANSMISSION INLET TUBE
The transmission pump inlet tube was increased in length by 115mm for all 2009 model year applications using a pump. This change improved the performance of the transmission cooling pump in high fore/aft and lateral accelerations.
NEW INPUT SHAFT (MG9)
The transmission input shaft spline was revised for assembly within the new Luk Dual mass flywheel. The input shaft tip journal length was increased to provide more overlap to the crankshaft pilot bearing inner race.
FLUID PUMP INTEGRATED INTO FRONT BELL HOUSING (MG9)
The fluid pump used on the higher-performance Z51 option and Z06 model is now integrated into the front case adaptor of the transmission housing. The re-design of the adaptor allowed it to be made stiffer, reducing flex and increasing durability. The new pump also has a significantly increased flow, aiding cooling during high-load conditions.
HIGH STRENGTH OUTPUT SHAFT
The output shaft is fabricated from SAE 8625 steel for improved strength. The shaft has revised grooves for stronger split washers and revised end diameter for tail shaft bearing support.
HIGH STRENGTH REAR HOUSING (MG9)
The rear housing is revised by adding internal and external ribs and relocating a solenoid to reduce stress and improve durability.
ADDITIONAL ROLLER BEARING ON MAINSHAFT (MG9)
To reduce main shaft bending under high torque an output shaft bearing was added in the rear housing tail shaft.
FIXED CONSTANT VELOCITY OUTPUT FLANGE (MG9)
The 3 lobed fixed yoke was revised to a constant velocity flange to allow for packaging of a new short throw shift lever assembly. The flange profile was optimized for strength and reduced weight which reduces imbalance.
NEW INNER REAR EXTENSION SEAL (MH3)
All 2009 Corvette applications of the TR6060 (MM6/MZ6/MH3) have a new inner extension seal (mainshaft). This seal is more robust and eliminates weep-hole leaks.
INTEGRATED BELL HOUSING AND ADAPTOR PLATE (MG9)
The two piece bell and adapter housing was replaced by a one piece assembly with increased rib structure and integrated oil pump housing. The integrated bell is stiffer, has reduced flex and increased durability. The new pump increases oil flow and improves cooling during high-load conditions. Additional air vents were added on top and below the integrated housing to increase airflow and reduce clutch temperatures.
LOW MAINTENANCE
The 6-speed uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes. The clutch is activated hydraulically, which automatically compensates for clutch disc wear, eliminating manual adjustments. The Tremec TR6060 six-speed has evolved into a design that requires virtually no maintenance in all but the most severe conditions.
OVERVIEW
Both the Corvette ZR1 and the CTSv use the TR6060 designated as MH3 and MG9, respectively. The MH3 is validated to 620 lb-ft of torque, while the MG9 is validated to 560 lb-ft of torque.
Design features include a combination of double-cone and triple-cone synchronizers on all gears. Synchronizers act like clutches to speed up or slow down a gear that is being shifted to. Double-cone synchronizers have two friction surfaces to effect this gear acceleration, and triple-cone synchronizers have three friction surfaces. The greater the friction surface, the easier the transmission is to shift. In addition, double-cone and triple-cone synchronizers are smaller in diameter than a single-cone synchronizer with the same friction area allowing the transmission to remain more compact. Bearings in place of bushings lower the friction of the shift rail movements for the Corvette and CTsv, making the shifter feel naturally lighter and more direct.
Refinements common to the design of all six-speed Tremec TR6060 transmissions include needle bearings on all forward gearsets and 5th and 6th gear synchronizers located on a countershaft. The countershaft location of the 5th and 6th gear synchronizers allow those gears to be selected without affecting the 1st through 4th gearsets, contributing to ease of shifting.
The Corvette ZR1 uses the MH3 version of the six-speed, with close ratios developed for on-track use. The 2009 CTSv gets a new ratio set as compared to the previous generation CTSv. The new ratio set is closer than the old one to enhance the performance of the vehicle.
Along with transmission upgrades in materials for the ZR1, the torque capacity of the axle was also increased. A new main housing along with a new RHS cover were re-designed with high strength aluminum. The ring and pinion are now single shot-peened. Further upgrades were made in the LHS differential housing which is now made from billet steel. The axle stub shafts and differential gears were also upgraded with improved steel.
Further upgrades for the driveline of the ZR1 and CTSv were made in the clutch. The ZR1 uses a Sachs 260 mm twin disk with a single mass flywheel. The CTSv uses a Luk 240 mm twin disk with a dual mass flywheel.
Originally, the Tremec T56 evolved as a higher-torque capacity, six-speed version of the proven M49 five-speed manual transmission, and was introduced in the 1993 Chevrolet Camaro and Pontiac Firebird. It was also added to the 1997 fifth-generation Corvette. For the 2008/9 model year, it has evolved into the TR6060.
Further applications included high-performance models, such as in mid-2004 the Cadillac CTS-V, which used the LS6 engine mated to the M12 higher-ratio version of the transmission, as well as variants that were used in the Pontiac GTO and Chevrolet SSR models."
There is a good MPH vs RPM calculator here:
http://www.f-body.org/gears/
Just input the tire size, gear ratios, and max RPM and it'll do the rest.
Melting Slicks
Joined: Jul 2008
Posts: 2,014
Likes: 2
St. Jude Donor '09-'10
3.73 Differential in Z06
If I did the math correctly and with a 3.73 differential in a Z06 (for all those interested) the raios are as follows:
1st: 2.86
2nd: 1.92
3rd: 1.40
4th: 1.07
5th: .80
6th: .54
With this I am definetely pulling in 4th and much better than stock in 5th and 6th. I started with a 410 rearend but it was too much shifting
- I ended up with 3.73 and love it. If you want to match the ZR1 (and with not doing the math) I assume 3.93 would be very close.
1st: 2.86
2nd: 1.92
3rd: 1.40
4th: 1.07
5th: .80
6th: .54
With this I am definetely pulling in 4th and much better than stock in 5th and 6th. I started with a 410 rearend but it was too much shifting
- I ended up with 3.73 and love it. If you want to match the ZR1 (and with not doing the math) I assume 3.93 would be very close.
