![]() They’ve also worked with a few Miata racers to build gear sets that are better quality with teeth that are ground on a million-dollar cutting machine. Additionally, the 6-speed EG46 sequential is being installed in some LS and Coyote street applications. EMCO gearboxes are currently used in a few other street applications including its 6-speed DV46 Dodge Viper sequential gearbox, which has roots in racing but made its way into many street applications. One of the fun things about this transmission is that it can be adapted to work with paddle shifters.īishop also notes that they do some small-batch gear sets for people, with minimum runs of 10-20 pieces. The CG46 is designed for the front-engine, rear-wheel-drive Corvette and fits directly to the bell housing/torque tube. ![]() EMCO’s CG46 is gaining some traction in Corvette circles for quick no-lift shifting like the TA box. While EMCO is mostly a motorsports and engineering company, they have also developed a 6-speed sequential transmission for some Corvette models – the Z06 and ZR1. “It makes a big difference in the lap times too, because your rpm drops are only what your gear splits are, so you’ve got a 1,500 rpm split from second to third, whereas manually the drop may be the same but the extra time before the driver shits and after adds about 4,000 rpm, which costs more time.” But with their system, it takes 45 to 50 milliseconds, Bishop says, which is a little slower than some of your high-tech paddle shift systems. With a standard H-pattern gearbox or even a sequential, that doesn’t have SWOL, the time between shifts and the rpm drop can be significant over a race distance. In addition to the transmissions EMCO builds, they also do racing transaxles for a variety of racing applications. The cars run two MSD ignition boxes that are programmed to drop the rpms about 1,500 rpm when the driver pulls back on the shift lever so they can shift without lifting. They are essentially older NASCAR engines before they switched to EFI. They’ve still got huge tires, huge brakes, big horsepower and they weigh 2,400 lbs. ![]() “That’s about as high-tech as those cars get. The company has focused on the Trans-Am gearbox and developed a solution for a no-lift-shift and a throttle-blipper for downshifting. The rules were re-written to favor the European manufacturers, which is where most competitors are for EMCO. The Grand-Am series morphed into United States Sports Cars, and then it merged with the American Le Mans series a few years back. With racing, the rules are constantly in flux. We are testing it in a vintage car right now but will be ready for the TA cars next year.” It’s one of our most recent developments. “That was how these cars are designed, so we have developed an updated version with the clutch in front of the transmission. According to Bishop, the first couple of races revealed that customers had to pull the engine to change a clutch.
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