I've been trying to unearth some data on the transmission this car will be using and have picked up a few scattered bits and pieces. The cases shown below are indeed 3160 variants as used in other applications.
Jamal Hameedi commented that the 3160 has been "modified fairly significantly to cope with the demands of the flat plane crank engine." Until more data is released on what those modifications are we can at least attempt to become more familiar with the transmission design. Obviously, Coyote/MT82 and Trinity/TR6060 owners are paying very close attention to Ford's choice regarding this gearbox. No doubt, torque capacity and shift feel or quality are primary concerns.
DESCRIPTION
The TR3160 six speed transmission was designed to be used in light truck, SUV, and performance applications. It can be configured as either single or double overdrive. Centerline distance (the distance between the input shaft and the countershaft) is 81mm. This dimension is what typically drives torque capacity, hence its relevance here. A higher number means greater strength potential with respect to torque load as larger diameter gears can be used. Each gear (and shaft) is of SAE 4120H steel. All gears are hard finished with laser welded clutch teeth.
The aluminum cased TR3160 weighs 112lbs (dry, with "mass reduction") and is an end load design. Externally, the unit consists of an integral clutch housing, main case, and tailshaft housing. Lubrication is not internally pressurized but rather is "splash." To date, TR3160 units do not come equipped with external cooler fittings, etc. The multiple shift rail system allows for both direct mount or semi-remote shifters (look closely at the photos above and you'll see case ears for a semi-remote as well as a casting boss for a direct mounted shifter). Tremec claims to have given this transmission a lot of attention with respect to the detent system as well. The detent notches, springs, and bullets, have been designed to allow the best feel possible in terms of shift quality. Coupled with low friction linear shift rail bearings, the potential for smooth gear shifting is definitely there. Low friction "Dexron" fluid is required.
HIGHLIGHTS
Double and triple cone synchronizers feature hybrid as well as sintered bronze friction material. They are the same size as used in the TR6060 transmission. As Tremec puts it "the greater the friction surface, the easier the transmission is to shift." First and second gear synchros are triple cone while the remaining gears (including reverse) are double cone. The cone rings use what is referred to as a hybrid arrangement since one side uses a carbon friction material and the other side uses sintered bronze. Also at play on the 3160 is a "reverse inhibiting solenoid" system that prevents shifting into reverse if the vehicle is moving forward at 3 mph or higher.
It'll be very interesting to see what changes are in store for the version of the TR3160 that Tremec produces. The key to a high torque figure (in concert with the above) is a low numerical first gear ratio. The highest torque rating I have seen to date from Tremec on this transmission was less than 425 Ft-Lb of torque. I'd be surprised to see that number grow by much, if at all, in this application. This means there may not be a lot of room for growth in terms of adding additional power to the 5.2FPC engine if transmission longevity is a commensurate concern.
Personally, I'm eager to see a couple of things with this transmission. Will Ford continue to use a Guibo joint between the fixed flange and the driveshaft (I assume yes out of NVH concerns)? And we have yet to see the rear of the 3160 as used in this application (or a complete driveshaft for that matter). I don't see the ability to use a direct mount shifter on this transmission in the S550 chassis as it would be too far forward. That means a semi-remote shifter. Given that Tremec has different castings to date it is hard to discern whether any semi-remote shifter used on the GT350 will be single arm (such as the one used on the MT82 behind the Coyote engine) or dual arm (such as the one used on the TR6060 in the GT500). Neither has been a favorite among Ford faithful - far from it. Given the capability of the engine and the overall intent of the car itself, I can also see the TR3160 in the GT350 using a transmission cooler (or at least making it optional).
There's a lot riding on this car being done right. The transmission chosen has quite a challenge ahead of it. Good luck, TR3160. May you grind only in spirit.
Jamal Hameedi commented that the 3160 has been "modified fairly significantly to cope with the demands of the flat plane crank engine." Until more data is released on what those modifications are we can at least attempt to become more familiar with the transmission design. Obviously, Coyote/MT82 and Trinity/TR6060 owners are paying very close attention to Ford's choice regarding this gearbox. No doubt, torque capacity and shift feel or quality are primary concerns.
DESCRIPTION
The TR3160 six speed transmission was designed to be used in light truck, SUV, and performance applications. It can be configured as either single or double overdrive. Centerline distance (the distance between the input shaft and the countershaft) is 81mm. This dimension is what typically drives torque capacity, hence its relevance here. A higher number means greater strength potential with respect to torque load as larger diameter gears can be used. Each gear (and shaft) is of SAE 4120H steel. All gears are hard finished with laser welded clutch teeth.
The aluminum cased TR3160 weighs 112lbs (dry, with "mass reduction") and is an end load design. Externally, the unit consists of an integral clutch housing, main case, and tailshaft housing. Lubrication is not internally pressurized but rather is "splash." To date, TR3160 units do not come equipped with external cooler fittings, etc. The multiple shift rail system allows for both direct mount or semi-remote shifters (look closely at the photos above and you'll see case ears for a semi-remote as well as a casting boss for a direct mounted shifter). Tremec claims to have given this transmission a lot of attention with respect to the detent system as well. The detent notches, springs, and bullets, have been designed to allow the best feel possible in terms of shift quality. Coupled with low friction linear shift rail bearings, the potential for smooth gear shifting is definitely there. Low friction "Dexron" fluid is required.
HIGHLIGHTS
Double and triple cone synchronizers feature hybrid as well as sintered bronze friction material. They are the same size as used in the TR6060 transmission. As Tremec puts it "the greater the friction surface, the easier the transmission is to shift." First and second gear synchros are triple cone while the remaining gears (including reverse) are double cone. The cone rings use what is referred to as a hybrid arrangement since one side uses a carbon friction material and the other side uses sintered bronze. Also at play on the 3160 is a "reverse inhibiting solenoid" system that prevents shifting into reverse if the vehicle is moving forward at 3 mph or higher.
It'll be very interesting to see what changes are in store for the version of the TR3160 that Tremec produces. The key to a high torque figure (in concert with the above) is a low numerical first gear ratio. The highest torque rating I have seen to date from Tremec on this transmission was less than 425 Ft-Lb of torque. I'd be surprised to see that number grow by much, if at all, in this application. This means there may not be a lot of room for growth in terms of adding additional power to the 5.2FPC engine if transmission longevity is a commensurate concern.
Personally, I'm eager to see a couple of things with this transmission. Will Ford continue to use a Guibo joint between the fixed flange and the driveshaft (I assume yes out of NVH concerns)? And we have yet to see the rear of the 3160 as used in this application (or a complete driveshaft for that matter). I don't see the ability to use a direct mount shifter on this transmission in the S550 chassis as it would be too far forward. That means a semi-remote shifter. Given that Tremec has different castings to date it is hard to discern whether any semi-remote shifter used on the GT350 will be single arm (such as the one used on the MT82 behind the Coyote engine) or dual arm (such as the one used on the TR6060 in the GT500). Neither has been a favorite among Ford faithful - far from it. Given the capability of the engine and the overall intent of the car itself, I can also see the TR3160 in the GT350 using a transmission cooler (or at least making it optional).
There's a lot riding on this car being done right. The transmission chosen has quite a challenge ahead of it. Good luck, TR3160. May you grind only in spirit.
