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2015+ Shelby GT350 Mustang
North American Track Tour
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<blockquote data-quote="Tob" data-source="post: 15045276" data-attributes="member: 83412"><p>Chris/Rick - something else. We were told early on about thirty or so areas where the FPC engine and the NVH that comes with it had to be addressed. Of all the visible ones anyway, I'm interested in what I see at the transmission/crossmember interface. Note the rather sizeable mass dampers (or what appears to be anyway) that bridge the crossmember to areas both fore and aft. This is a fairly sizeable "fix" on a car where every nook and cranny was evaluated for potential mass/weight reduction.</p><p></p><p></p><p>[ATTACH]52290[/ATTACH]</p><p></p><p>[ATTACH]52291[/ATTACH]</p><p></p><p></p><p>Related, was how Ford kept the overall transmission assembly as short as possible. Early TR3160 development photos showed what looked to be the '13/'14 GT500 fixed flange (which was used to test a CF driveshaft) in place but the production flange is much shorter (and won't allow a factory style design CF shaft). I talked to Steve Turner about this and IIRC, he said that engineers at Tremec said there was a "tail wagging the dog effect" with the longer flange. Did any of the engineers at either event comment on this specifically?</p><p></p><p></p><p></p><p>Installed on a development TR3160 is the GT500 "cup-style" fixed flange and on the left is a much shorter flat flange. When bolted into place the transmission assembly is a bit shorter with the production "flat style" flange due to elimination of the cup as the production two piece steel shaft is using a U-joint up front as opposed to a CV joint on a factory CF shaft assembly.</p><p></p><p><img src="http://www.svtperformance.com/wp-content/uploads/2015/03/12-Tremec-3160.jpg" alt="" class="fr-fic fr-dii fr-draggable " style="" /></p></blockquote><p></p>
[QUOTE="Tob, post: 15045276, member: 83412"] Chris/Rick - something else. We were told early on about thirty or so areas where the FPC engine and the NVH that comes with it had to be addressed. Of all the visible ones anyway, I'm interested in what I see at the transmission/crossmember interface. Note the rather sizeable mass dampers (or what appears to be anyway) that bridge the crossmember to areas both fore and aft. This is a fairly sizeable "fix" on a car where every nook and cranny was evaluated for potential mass/weight reduction. [ATTACH]52290.vB[/ATTACH] [ATTACH]52291.vB[/ATTACH] Related, was how Ford kept the overall transmission assembly as short as possible. Early TR3160 development photos showed what looked to be the '13/'14 GT500 fixed flange (which was used to test a CF driveshaft) in place but the production flange is much shorter (and won't allow a factory style design CF shaft). I talked to Steve Turner about this and IIRC, he said that engineers at Tremec said there was a "tail wagging the dog effect" with the longer flange. Did any of the engineers at either event comment on this specifically? Installed on a development TR3160 is the GT500 "cup-style" fixed flange and on the left is a much shorter flat flange. When bolted into place the transmission assembly is a bit shorter with the production "flat style" flange due to elimination of the cup as the production two piece steel shaft is using a U-joint up front as opposed to a CV joint on a factory CF shaft assembly. [img]http://www.svtperformance.com/wp-content/uploads/2015/03/12-Tremec-3160.jpg[/img] [/QUOTE]
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