Anyone else frustrated with Ford over the next GT500?
- Thread starter biminiLX
- Start date
Have been trying a few different lifestyles. I lost 100 lbs in the last 2 years, but I need something faster. I gott my hand on the 1,200 calorie diet from "My 600 lbs Life." The doc claims i should be able to lose 5% of my body weight per month. We'll see how it goes.
Bottom line is, all this extra fat has to be worth 2 or 3 tenths in the 1/4 and faster corners on the road course.
Dang 1200 calories! I'm at 1700 a day so props to you.
I wish I could say i'm dropping the weight for 1/4, but truth be told it's because my wife wants me to wear the HITMAN suit to a wedding and if I do that I can get the next GT500 no questions asked.
I'm the guy, even at 46, that could eat everything in the place and not gain a gram. By the next day I shit all out and on to the next buffet.
I've never had to deal with losing weight but If it's any harder than me gaining it, well, I feel for you.
I've never had to deal with losing weight but If it's any harder than me gaining it, well, I feel for you.
Forgive me for cutting through the fat in an attempt to get back to the heart of this thread - blatant speculation.
I could be way off here if all we get is a 10-speed auto or a revamped TR6060. I've been digging as far and wide as I can in hope of picking up something that may offer assurance that a DCT may be coming and that it would come from Tremec.
As I mentioned in an earlier post, the Wixom facility appears to be nowhere near ready to produce a DCT transmission (or any transmission for that matter). So where did the DCT's come from that were spotted under numerous mules in Livonia? My immediate guess would have been Mexico, where much of Tremec's North American production resides. I now think that guess would be off by a continent or so.
In 2012, the KUO Group (Tremec's parent company) acquired Hoerbiger Drivetrain Mechatronics. This move bumped Tremec way up the ladder in terms of some truly ultra performance "hardware" manufacturing capability.
http://www.tremec.com/noticias_deta...dual-clutch-transmissions-technology-leader-/
With a subtle hint in hand from some great people I started looking at Hoerbiger's global locations in hopes of narrowing something down. Wading through some of Tremec's job openings both at their home site and elsewhere I found a few like this...
Zedelgem, Belgium. Coincides (in terms of locale anyway) with a release I found from Tremec from late 2016.
http://www.mediatechnical.com/perch...belgium-as-part-of-major-global-expansion.pdf
Within one year of the above link, Tremec looks to be up and running with some slick DCT units being manufactured and shipped from Zedelgem.
http://www.tremec.com/noticias_detalle/tremec-gearboxes-for-supercars/
I could be wrong. There is little to go from here beyond a hunch. The Tremec DCT's in the "GT500" mules came from somewhere with the ability to design and manufacture. Best guess at this point - Belgium.
I could be way off here if all we get is a 10-speed auto or a revamped TR6060. I've been digging as far and wide as I can in hope of picking up something that may offer assurance that a DCT may be coming and that it would come from Tremec.
As I mentioned in an earlier post, the Wixom facility appears to be nowhere near ready to produce a DCT transmission (or any transmission for that matter). So where did the DCT's come from that were spotted under numerous mules in Livonia? My immediate guess would have been Mexico, where much of Tremec's North American production resides. I now think that guess would be off by a continent or so.
In 2012, the KUO Group (Tremec's parent company) acquired Hoerbiger Drivetrain Mechatronics. This move bumped Tremec way up the ladder in terms of some truly ultra performance "hardware" manufacturing capability.
http://www.tremec.com/noticias_deta...dual-clutch-transmissions-technology-leader-/
With a subtle hint in hand from some great people I started looking at Hoerbiger's global locations in hopes of narrowing something down. Wading through some of Tremec's job openings both at their home site and elsewhere I found a few like this...
Zedelgem, Belgium. Coincides (in terms of locale anyway) with a release I found from Tremec from late 2016.
http://www.mediatechnical.com/perch...belgium-as-part-of-major-global-expansion.pdf
Within one year of the above link, Tremec looks to be up and running with some slick DCT units being manufactured and shipped from Zedelgem.
http://www.tremec.com/noticias_detalle/tremec-gearboxes-for-supercars/
I could be wrong. There is little to go from here beyond a hunch. The Tremec DCT's in the "GT500" mules came from somewhere with the ability to design and manufacture. Best guess at this point - Belgium.
I missed a step at some point. What evidence is there of a dct in a gt500 mule? I saw pictures a few weeks back or a transmission case under a gt500 but it seemed inconclusive to my untrained eye.
Has that photo been shown to have actually been a tremec dct (the model 7000)?
Has that photo been shown to have actually been a tremec dct (the model 7000)?
The case may differ from the development units you'll find pictures of at Tremec's website so verifying beyond a reasonable doubt, with little imagery to go by, is near impossible.
The evidence, I spoke of some 20+ pages ago in this very thread.
https://www.svtperformance.com/foru...-the-next-gt500.1140923/page-62#post-15766526
The evidence, I spoke of some 20+ pages ago in this very thread.
https://www.svtperformance.com/foru...-the-next-gt500.1140923/page-62#post-15766526
I do remember this, ok I’m not back logged. I’ll be honest I couldn’t get behind this at the time because my eyes would play tricks on me the more I looked for it, and then I was trying to visualize how the tr6060 would look in that space or the 7spd from the vette but longitudinal, and then I gave up and never got back to it.
Sherlock Tob
I would think it would work the other way around. You have to pass CARB before you can proceed with building the thing. Maybe the car has already passed and Ford requested CARB to post the report at a later date.
they run it the EPA cycles on the dyno and get strong confidence before they release it to be tested for certification.
even at the end of February when we see it they will estimate the power... they will say 7xx+, then a week before ordering time they will say the final number (7xx).
because it will be in the process of cert for some time.
speaking of emmisons, I got an alert on my ford stock about some f250 and 350 desiel engines being rigged, like the VW ordeal. hope that doesn't turn out to be true.
even at the end of February when we see it they will estimate the power... they will say 7xx+, then a week before ordering time they will say the final number (7xx).
because it will be in the process of cert for some time.
speaking of emmisons, I got an alert on my ford stock about some f250 and 350 desiel engines being rigged, like the VW ordeal. hope that doesn't turn out to be true.
One would think it would work that way but it is a bit more complicated than that. The 2015 GT350, for example, was announced/revealed on November 17, 2014.
https://www.svtperformance.com/forums/threads/the-gt350-is-here.1044973/
Yet the car didn't get signed certification from CARB until July 31, 2015.
https://www.arb.ca.gov/msprog/onroad/cert/pcldtmdv/2015/ford_pc_a0101914r1_5d2_b4u2.pdf
https://www.arb.ca.gov/msprog/onroad/cert/pcldtmdv/2015/ford_pc_a0101914r1_5d2_b4u2.pdf
Well since there is little chance Ford will say anything about the GT500 in the next couple weeks, I'm at least hoping for a Ranger Raptor to be debuted.
That also looks good.
Basically an 4/5s version of the current Raptor and I would be all over it.
That also looks good.
Basically an 4/5s version of the current Raptor and I would be all over it.
Oh, but that Ford Edge ST! Oh lordy! Ford is knocking it out of the park!
Ford is seriously screwing up here.
Ford is seriously screwing up here.
i found myself thinking about this thread, mostly the hope for a DCT, tonight when leaving the gym. i was so excited to get to drive the 350 before the snow/ice tonight(it was 60 today), except my janky L knee reminded me it doesn’t like to do cardio the day after leg day.
short shifted 1 to 4 to get home as the catch in my knee was damn painful. i have dreaded the day i had to have an auto(the thought of autonomous vehicles also makes me nauseous, not kidding), and have had this thing scoped once already literally just to be able to drive a mustang.
i hope this thing comes with the DCT, i will hafta trust you guys that like it so much. i have never understood paddle shifters since my first experience in a C6...and they were so slow to react i didn’t get the point of having them. i get the DCT is not like that at all and i reallly hope it can give an engaging feel even if i take my left leg outta the equation.
short shifted 1 to 4 to get home as the catch in my knee was damn painful. i have dreaded the day i had to have an auto(the thought of autonomous vehicles also makes me nauseous, not kidding), and have had this thing scoped once already literally just to be able to drive a mustang.
i hope this thing comes with the DCT, i will hafta trust you guys that like it so much. i have never understood paddle shifters since my first experience in a C6...and they were so slow to react i didn’t get the point of having them. i get the DCT is not like that at all and i reallly hope it can give an engaging feel even if i take my left leg outta the equation.
I sure hope a DCT wasn't wishful thinking as much as it would bring with it added heft and cost. My apologies if this one doesn't reach fruition but I'm holding out as this would definitely take the car to a much higher level.
Today I paid close attention to some of the Tremec Zedelgem (Belgium) plant manager's comments that I saw in a press release. A DCT "allows a car to use two parallel shafts to create different gear ratios. One link is connected to the odd gears, the other is responsible for the even gears and reverse."
Seamless transition from gear to gear behind an engine making 700+/- horsepower would be insane. Or to most anyone here - awesome.
http://www.tremec.com/noticias_detalle/tremec-gearboxes-for-supercars/
With that in mind, I'm trying to find more than what a simple google search lends answers to. Some interesting snippets:
Jurgen laying out Tremec's investment in DCT infrastructure with assembly being shown in the US for 2018. Knowing now that means Wixom which looks to be far from up and running, Tremec has their work cut out for them and needs to be moving at a fairly brisk pace.
But is the Ford GT500 a likely recipient of this advanced gearbox? It might seem backwards but pay attention to the dates in the following two articles.
By August of 2017, Tremec's DCT had caught the interest of Ferrari, McLaren and AMG. Along with "two other prestigious customers." According to this article, Tremec wouldn't disclose who the other two were. Could Ford be one of them?
https://gopressmobility.be/2017/08/17/belgian-gearboxes-speed-ferrari-mclaren/
In a February, 2016 press release, Tremec stated they would be "focuse(d) on the niche market of automatic transmission systems for premium (sports) cars like Ferrari, McLaren, Audi RS, Maserati and Jaguar.....(This) covers applications of double clutch transmissions for both the European and North American car markets."
http://www.tremec.com/noticias_detalle/tremec-nominated-as-remarkable-investor/
Still difficult to tie anything together based on anything released publicly as far as a Tremec DCT equipped Ford Mustang GT500 goes. Ford has had a relationship with Tremec for a number of years and it looks to clearly have been mutually beneficial. I noticed there is an upcoming symposium at the Ford Conference Center in Dearborn in November. While Tremec is using a file photo, I see a skeletonized DCT on a stand along with a large placard on the wall showing numerous DVT components or sub-assemblies.
Interesting that in June of this year, Tremec will attending the VDI International Congress in Bonn Germany. Also interesting that Tremec has the same image shown (which doesn't mean a heck of a lot) but yet is noted as speaking on their DCT development specifically.
http://i772.photobucket.com/albums/yy1/Tobphotobucket/Tremec DCT Symposium in 2018a.jpg~original
Due to the fact that Tremec is moving into Wixom specifically for (among other things) DCT production, I'm quite certain it will be a topic of discussion during the symposium at the Ford Conference Center too.
So anyway, back to trying to piece together how Tremec could be prototyping and developing in Belgium a DCT unit for use in the Ford GT500. Scouring some more I found some images inside their Zedelgem facility. They are definitely capable of and have been prototyping there.
I couldn't find any images of transmission cases there that matched the Coyote bellhousing pattern but that has yet to give me pause. In the following photo, a DCT unit is shown up on a table with a flange that would be compatible with a similar to current Ford U-jointed driveshaft (on the transmission end anyway). There's some differences in what I see versus how Ford does it but the point would be that a two-piece steel shaft could once again be used.
I also found images of DCT units that were setup with "cup-style" fixed flanges. And while generic S197 Mustangs and '07-'12 GT500's used this style of flange, the '13-'14 GT500 used one in conjunction with a carbon fiber shaft that used CV joints on each end. It was suggested to me that a fiber shaft could make the grade on this car (fingers crossed!) which would make sense in terms of any blubber reduction program the car may be on.
I haven't been able to find a shot of a Tremec DCT unit that would allow direct comparison to the tiny snippet you see in the brake rotor photo previously posted. The bellhousing would be different but I see similar casting/ribbing "characteristics." A reach? Maybe, as one could argue they see similarity with the new 10-speed auto as well. Fair enough. Finding passenger side shots of the transmission hasn't been easy but here is one I found that is closest for comparison, albeit at an angle that doesn't exactly match the one in the leaked rotor photo...
She's a porker for sure but highly sophisticated and one that could potentially change the game for quite some time. Stick-only fans may not want this one but after what I've learned I do. Badly.
Today I paid close attention to some of the Tremec Zedelgem (Belgium) plant manager's comments that I saw in a press release. A DCT "allows a car to use two parallel shafts to create different gear ratios. One link is connected to the odd gears, the other is responsible for the even gears and reverse."
Jurgen Schelfaut said:
Seamless transition from gear to gear behind an engine making 700+/- horsepower would be insane. Or to most anyone here - awesome.
http://www.tremec.com/noticias_detalle/tremec-gearboxes-for-supercars/
With that in mind, I'm trying to find more than what a simple google search lends answers to. Some interesting snippets:
Jurgen laying out Tremec's investment in DCT infrastructure with assembly being shown in the US for 2018. Knowing now that means Wixom which looks to be far from up and running, Tremec has their work cut out for them and needs to be moving at a fairly brisk pace.
But is the Ford GT500 a likely recipient of this advanced gearbox? It might seem backwards but pay attention to the dates in the following two articles.
By August of 2017, Tremec's DCT had caught the interest of Ferrari, McLaren and AMG. Along with "two other prestigious customers." According to this article, Tremec wouldn't disclose who the other two were. Could Ford be one of them?
https://gopressmobility.be/2017/08/17/belgian-gearboxes-speed-ferrari-mclaren/
In a February, 2016 press release, Tremec stated they would be "focuse(d) on the niche market of automatic transmission systems for premium (sports) cars like Ferrari, McLaren, Audi RS, Maserati and Jaguar.....(This) covers applications of double clutch transmissions for both the European and North American car markets."
http://www.tremec.com/noticias_detalle/tremec-nominated-as-remarkable-investor/
Still difficult to tie anything together based on anything released publicly as far as a Tremec DCT equipped Ford Mustang GT500 goes. Ford has had a relationship with Tremec for a number of years and it looks to clearly have been mutually beneficial. I noticed there is an upcoming symposium at the Ford Conference Center in Dearborn in November. While Tremec is using a file photo, I see a skeletonized DCT on a stand along with a large placard on the wall showing numerous DVT components or sub-assemblies.
Interesting that in June of this year, Tremec will attending the VDI International Congress in Bonn Germany. Also interesting that Tremec has the same image shown (which doesn't mean a heck of a lot) but yet is noted as speaking on their DCT development specifically.
http://i772.photobucket.com/albums/yy1/Tobphotobucket/Tremec DCT Symposium in 2018a.jpg~original
Due to the fact that Tremec is moving into Wixom specifically for (among other things) DCT production, I'm quite certain it will be a topic of discussion during the symposium at the Ford Conference Center too.
So anyway, back to trying to piece together how Tremec could be prototyping and developing in Belgium a DCT unit for use in the Ford GT500. Scouring some more I found some images inside their Zedelgem facility. They are definitely capable of and have been prototyping there.
I couldn't find any images of transmission cases there that matched the Coyote bellhousing pattern but that has yet to give me pause. In the following photo, a DCT unit is shown up on a table with a flange that would be compatible with a similar to current Ford U-jointed driveshaft (on the transmission end anyway). There's some differences in what I see versus how Ford does it but the point would be that a two-piece steel shaft could once again be used.
I also found images of DCT units that were setup with "cup-style" fixed flanges. And while generic S197 Mustangs and '07-'12 GT500's used this style of flange, the '13-'14 GT500 used one in conjunction with a carbon fiber shaft that used CV joints on each end. It was suggested to me that a fiber shaft could make the grade on this car (fingers crossed!) which would make sense in terms of any blubber reduction program the car may be on.
I haven't been able to find a shot of a Tremec DCT unit that would allow direct comparison to the tiny snippet you see in the brake rotor photo previously posted. The bellhousing would be different but I see similar casting/ribbing "characteristics." A reach? Maybe, as one could argue they see similarity with the new 10-speed auto as well. Fair enough. Finding passenger side shots of the transmission hasn't been easy but here is one I found that is closest for comparison, albeit at an angle that doesn't exactly match the one in the leaked rotor photo...
She's a porker for sure but highly sophisticated and one that could potentially change the game for quite some time. Stick-only fans may not want this one but after what I've learned I do. Badly.
The few M3 DCT's I drove were complete garbage and were not very fast to respond at all when shifted. I have never driven the PDK, so I can't comment on those, my opinions are only based on the crap BMW DCT's they offer.
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I own a M3 DCT and traded a Boxster GTS for it... PDK is far superior and the Ferrari's I've heard on tracks sound incredible.
A good dual clutch in the GT500 could be very nice. Seems like it would necessarily limit production causing a slow ramp as ford likes and the handful of first year cars would command high ADM dealers like.
Good thing I'm in love with my FPC R.
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