Transmission

Gearing and traction are necessary to turn power into speed. The part of the drivetrain have a massive impact on driving performance.

An engine revolves at anywhere between several hundres and several thousand times a minute. This would be too fast to turn the wheel directly, so an intermediate mechanism is needed. This is where the transmission comes in. the transmission uses different gears to transmit the appropriate amounts of power and speed to the wheels for any given situation.

Lets look at how gears work. If a small gear is driving a larger gear, the larger gear will rotate slowly, but it’s torque will be increased. Conversely, if a large gear is driving a smaller gear, the smaller gear will turn faster, but with less torque.

The transmission can make use of these principles to fit the appropriate gear to the appropriate situation. A car need most power when accelerating from a standstill, and conversely, only need a small amount of power to maintain a steady speed. Thus, when accelerating from zero, a large gear (with slow rotation but high power) is used to transmit enough power to set the car in motion.

A large gear will create a lot of torque, but will rotate slowly. This means that in first gear, even revving to the limit will only produce speed of several tens of kilometers per hour. This is why several gear are used, gradually getting smaller as the driver shift up, and producing more speed and less torque. The ability to move freely between these gears allows the driver the use the right gear for the right situation.

automatic transmission

On an actual car, in addition to the gears of the transmission which are connected directly to the engine, the overall gear ratio is determined by combining with another “final gear” that is between the transmission and the drive wheels. The gear ratio can greatly affect the driving characteristics of a car, and especially in circuit racing, the selection of the proper gears suited for the course will be a major key in improving your lap time.

SLS AMG

The SLS AMG, with its gull wing doors reminiscent of the classic 300SL, debuted in the 2009 Frankfurt Motor Show as a super sportscar built from the ground up by AMG. In Japan it was shown for the first time in September of the same year, not at a motor show but at the “Gran Turismo” booth of the Tokyo Game Show.

It is often thought of as successor of the SLR McLaren, but the body structures of the two cars are very different. In the SLR AMG, the high cost carbon monocoque body was abandoned for a new all aluminum body, and the weight of the bare monocoque is only 241 kg. at a total weight of just over 1600kg, it is undoubtedly very light for a car that exceeds 181.1 inches in length and powered by V8 engine.

The engine mounted frond midship is a new 6.3L V8 with dry sump lubrication, dubbed the M159 internally in the company. Its maximum output is 563HP/6800 rpm with a maximum torque of 479.5 ft-lb/4750 rpm, and the transmission is newly developed 7-speed DCT (dual clutch transmission) in a trans- axle layout. The driveshaft and torque tube are made of carbon fiber.

The driving modes can be set to “Comfort”, “Sports”, “Sports Plus”, “Manual”, and “Launch Start”, manufacturer specs boast 0-62 mph acceleration in 3.8 seconds, with a maximum speed of 197 mph. the static weight distribution is optimal at 47,:53, giving it superb handling performance be fitting a super- sportscar. 50 years from the birth of the first 300SL, the SLS AMG is packed with a history of Mercedes sportscars and the DNA of AMG.

Mazda Furai

The Mazda Furai doesn’t look like your typical race car or even concept show car. The car’s unusual-yet-striking appearance exuded an organic and natural characteristic, which is what designer Franz von Holzhausen was trying to achieve. The Furai is the fifth example in Mazda’s Nagare (meaning “flow” in English) series of concept cars.

Unlike most concept cars, the Furai is a fully-functional model and runs exceptionally fast. Its swoopy and seductive body race car chassis that’s light and extremely rigid. What’s special about the car is the engine fitted into the Furai by the talented crew at Mazdaspeed, the company’s in house tuner and high-performance race division. Powering the car was an eco-friendly 458 HP three-rotor Wankel engine that used pure ethanol (E100) for fuel. It’s the first rotary engine ever to use E100. As for the rest of the car, Mazda north looked to many other specialists in making the Furai a reality, such as Swift Engineering (aerodynamic), Motec (engine management system), Brembo (brakes), and BP (ethanol racing fuel).

Will the Mazda Furai eventually make it onto the grid of famous endurance race like the 24 hours of Le Mans or the Rolex 24 at Daytona? Probably not, but if it ever did, the car would undoubtedly attract attention for its amazing speed and unique styling.

A310 1600VE

Year :1973
Max Output : 125 ps/ 6,250 rpm
Max Torque : 15.1 kg.m/ 5,300 rpm
Displacement : 1,605 cc
Drivetrain Layout : RR
Weight : 930 kg
Length : 4,180 mm
Width : 1,640 mm
Height : 1,160 mm

A110 1600S

Year :1973
Max Output : 140 ps/ 6,000 rpm
Max Torque : -
Displacement : 1,605 cc
Drivetrain Layout : RR
Weight : 715 kg
Length : 4,180 mm
Width : 1,520 mm
Height : 1,130 mm