Doing that will require GM to re-certify the FE and emissions on the car because changing the final drive will affect both of those. Cost for GM goes up. And Stingray's FE will go down as a result of it. Maybe not far enough to tickle the gas guzzler tax, but it'll certainly cost more to drive.

Bottom line is that you're focused on the wrong thing with the Stringray's transmission. There's nothing wrong with its engineering. At all.

Read that carefully.

 

jvp, why is it the gt500 dct has very few reported problems and isn't it essentially the same dct as used in the corvette made by the same manufacturer?

 

It's not essentially the same; it's an entirely different, higher-torque unit from Tremec. I don't know my "Found On Road Dead"s too well: is the DCT in the GT500 a rear mounted transaxle like it is in the Corvette? Or is there a separate diff in the car?

 

You’re assuming that the transmission in a car that hasn’t been release yet won’t have problems. They also tested the Stingray for ~ a million miles or whatever they said and new owners are having their transmission crap out in as little as 65 miles or some nonsense I’ve seen posted. Why are you so confident that there won’t be similar or different issues with the Z06 version?

 

Pretty neat video about dct operation tr 9080 in c8 has transaxel as well, but assume dct components and operation are very similar as tr 9070 has output shaft for traditional shaft to rear end.
Tremec spec sheet doesn't show design torque or speed for tr 9080.

 

[QUOTE=Bird67;1604335972]Greg, I have scoured the spec sheets, build manuals, code references and even the on-line configurator, and I can’t find the option for the manual transmission anywhere! Can you or someone, anyone, direct me to the code???

[/the code OZ an in land of QUOTE]

 

To JABCAT:
Usually, everything new will have a few unexpected problems, but HOPEFULLY using a newly upgraded tranny from the ZO6 would solve at least some of the problems that are in the Stingray Tremec. And I did NOT say that I was overly confident that there wouldn't be some problems in the new upgraded ZO6 transmission as you implied. To me, it only seems logical that if there is an upgraded version for the ZO6, GM should use it also for the standard Stingray, if it can be done. ANY upgrade as to reliability is better than NONE.

To JVP:
I'm not understanding what you mean when you say that I'm "focused on the wrong thing with the Stingrays' transmission". Please clarify where I'm "focused on the wrong thing". It seems that as long as GM is staying away from the gas-guzzler tax what's the issue? Is recertification really a huge hurdle or cost? Just asking, because to me it sounds like mostly a paperwork and number crunching exercise.
(Many contributors to this forum us initials and acronyms that aren't readily known to the casual reader, so what is the FE you refer to please. (Federal Emissions for CAFE standards?)

I'm simply focused on the many negative comments about the Stingray trans failures, and I'm trying to offer a "fix" to those failures by suggesting that GM use an upgraded version where ever they can in their cars . There are too many comments about C8 Stingray trans failures that take MONTHS to fix or REPLACE, while the internal guts of the car are scattered about (as I experienced with my C7). And for the price of this car (with relatively few miles), waiting months to repair or REPLACE it is unacceptable. Remember, we're talking about GM's "halo" product, and the C8 should be setting a good example and showing the highest standards of quality and reliability.
And JVP, with apologies, if something is failing there IS something wrong with the engineering, somewhere, somehow.

 

As I said in another thread along the same topic: the changes to the DCT for the Z06 are primarily to deal with the increased engine speeds. The shifts can (and in automatic mode, will) happen at 2000 RPMs higher than they do in the Stingray's DCT. That's a big deal, and is the reason for the improved oiling and enhanced clutches. Nothing GM's doing to the Z06's transmission is going to address the challenges folks are experiencing with the Stingray.

Yes, it's a big cost to re-certify. And then they have to explain to new customers why the fuel economy (FE) is worse in the newer Stingrays than it is with the older ones. And yes, FE is a big deal to Corvette buyers.

[insert the folks who puff up their chests and say something ridiculous like, "If you're worried about FE, drive another car!" Yeah, have fun with that.]

I also don't know what kind of negative impact the shorter gearing will have on the Stingray's emissions, but it will increase. All of that will have to be tested, verified, and certified.

Not as it applies to the failures that have been happening. Again: nothing GM's doing for the Z06's transmissions are going to address what Stingray drivers are experiencing.

 

All Mustangs have a front mounted trans and rear diff...that's unchanged since 1964, and it's the same even in the new GT500. It's a 7 speed TR 9070 vs the 8 speed 9080 in the C8. I would like to learn more about the differences in the internals between the two.