Another forum member clarifies that "you have to turn off VDC to activate LC, and you have to sign a paper saying your warranty is voided if you turn of VDC, and while VDC is off, you cause damage. It is clearly stated in the manual/warranty, as well as is put into writing and you have to sign, when you pick up the car." Below the jump, the personal account, in the owner's words, from a thread titled "do not launch your gtr or take the vdc off, time to bend over guys its gonna hurt."

I was driving my gtr two weeks ago and I heard a loud noise coming from the rear. I turned immediately had my gtr towed to crown nissan st. petersburg fl. They didn't touch my car only called some techs from tennessee to look at the car and record the noise, 4 days later two guys from japan to download some info from the car then left. Then I get a call from the dealer to tell me the news, and they told me that the car was driven without vdc too much and nissan will not warranty the transmission which they said was destroyed, I asked them how much to fix it they told me 20k, no freaking way I will pay 20k on top of what i just paid for the car. I called the gtr number and also talked to nissan consumer affairs got nowhere, now the car is sitting at the dealer. I know we shouldn't launch the car but why own it if you cant use this function, don't sell a car that goes 0-60 in 3.4 sec if the only way you can achieve this speed is to void the warranty , false advertising. Here is the bad news people were fearing it has happened to me and Nissan has told me there are already three people in my shoes, if you are one of these people email me, we have got to get together on this. Just think if any of you guys have taken the vdc off just a few times you have already voided your warranty, good luck what a joke nissan.

Since poor grammar doesn't lead to high credibility, we're wondering what the owner isn't telling us. At the same time, it seems odd that Nissan would build a supercar with a significant part like the transmission unable to handle hard use. What do you think? Is this guy a moron that hooned his car beyond the reasonable limits, or does he have a valid point to his complaints? [read the entire thread at NAGTROC] (Hat tip to Michael!)

The first thing that had to happen for automatics to get closer to manuals in fuel economy was an improvement in automatic transmission design. Advances like variable line pressure and the addition of more than four forward gears were far too long in coming to mass-market vehicles in this country. But, five- and six-speed autoboxes are finally becoming the norm. Even the retro four-speed automatics many domestics saddle their low-end models with now have variable line pressure, which reduces the amount of power needed to drive the transmission. All these improvements lead to better efficiency and reduced fuel consumption.

But the key, as with so many modern advances, has been in the software controlling the engine/transmission relationship. Old transmissions used a vacuum modulator and a mechanical governor to adjust shift points. New electronically controlled automatics take advantage of vast improvements in processor power to tailor shifts, internal pressures, and torque converter lockup to extract the maximum amount of efficiency possible. The engine helps, though: Cylinder deactivation, like Chrysler's MDS and GM's Active Fuel Management, only works effectively through constant communication with the transmission's requirements. You don't feel any of it happening: You just notice that your new automatic car gets close to the same mileage as your old 5-speed manual beater.

So, Rex Roy, we agree that automatics have made exponential improvements in recent years. But let's not give short shrift to the software wizardry and all the black boxes that allow an engine and a transmission to function as an integrated modern powertrain. [Detroit News; Photo Credit: ZF]

Borg-Warner Dual-clutch Complexitron (with Hydromaniacal Dynashift and one-touch Premature Paradigm Shift-o-matic) - Ash78

Ooze-O-Matic 404. It would come with a little lcd display for the "Gear Not Found" errors. - Mike the Dog Misses POLAЯ, Too!

Ultra-Syncro-Electro-Lightning-Efficient-Slick-Shift, also known as USELESS - mwood10

Gnashville Knucklebuster - Beercheck (who also thought up quite a few additional good names, but only one per finalist... according to the rules I'm making up as I go along)

The BCK, "Bruce Clutch Kicker", on the column, 4 speed, kicks your ass at every gear change - Franzouse

The iShift.. which coincidently you have no means of controlling other than a single button which engages it, and a shuttle which selects either forward or reverse - WheatKing

Pimpmatic Smoothglide Turbo 600. A 6-speed automatic for luxury cars with an attitude. Yes, it's from Detroit. - Deckard97

Manu-muscu-mascu-mover - for installation in half-restored muscle cars of those who only wish to chirp tires for the babes. - MagicalTrevor (who also provided "Muscu-mascu-matic-mover - for the same as above, but for those without the desire to move the left foot")

The Sweet Clutch-Dropping-Christ McShifterton - BreakMyWindow

Narcoti-flite - Feel like you're soaring above the clouds, even after the heroin wears off! - ranger88

Grind-n-Groan Synchro-b-Gone - POLAR Discontinuuity

Problematic - Scotte

Cryoslide Liquimotion Hydraslushmatic with Arcticgrip Overdrive! - SakinaCabiri

I tend to think that the inverse is more intuitive for those used to driving a manual, but I may be in the minority there. We could agree, however, that transmissions that include the paddles/buttons on the steering wheel should be oriented laterally (left/right) as opposed to forward/back. Wes ran into this problem with the 2009 BMW X6, which required pushing or pulling with no regard for horizontal layout, causing much confusion. Which is right? Why is Wes wrong? Why am I wrong? Why, why, why, why, why!?!

As it turned out, this is a ridiculously easy swap (well, by the standards of weird engine swaps, that is). The 5-speed shifter even lined up perfectly with the hole for the Volvo's automatic shifter. A bit of crossmember modification and it was in place.


What really had us worried was the potential nightmare of rigging up clutch linkage. We grabbed a Volvo clutch pedal and cable assembly out of a manual-trans 244 at the junkyard and settled down for what threatened to be agony-packed days of fabrication.


But no! The Volvo cable hooked right up to the Ford transmission and worked fine. We were stunned. Of course, all the time we saved on this project was promptly eaten up by a thousand other details, but we aren't complaining. We forgot to grab a shift boot in the junkyard, so we fabricated a crude bracket and zip-tied a piece of inner-tube rubber in place. Now if we can just keep from breaking U-joints and differentials at the track...

1.) It offers the same collection of modes as SMG, allowing the driver to dial in a range of response patterns, from low-torque, second-gear starts on snow and ice, to comfort, to track day.

2.) It's the first dual-clutch box to be designed for engine speeds of up to 9,000 rpm, with a transmission fluid cooler to lengthen component life.

3.) Like the new Nissan GTR (but unlike the latest F1 cars), it has launch control. How does launch control work? Take it, BMW:

...all the driver has to do with the car at a standstill and in driving program S6 is move the sports shift lever to the front and hold it in this position. Then, as soon as the starter flag symbol comes on in the instrument cluster, the driver just presses down the gas pedal to automatically obtain the ideal starting speed on the engine. Pressing down the brake pedal lightly with his left foot, in turn, the driver can prevent the car from rolling forward, and by briefly tipping the cruise control lever he is able to finely adjust the desired starter speed. Then, after letting go the selector lever, the BMW M3 accelerates with optimum performance and with slip on the rear wheels controlled by the clutch — if the driver wishes, all the way to top speed.

5.) It sounds like a whole lot more fun than SMG.

...and one of the best things about Lee Auto (which has been my main source of parts and advice since I was a young hoon with my very first car) is that the place is a freakin' gearhead museum. They've got a creaky wooden floor, plaques from East Bay car clubs going back to the 1920s on the walls, 1950s and 1960s stickers completely covering the parts counter, yellowed photos of store-sponsored race cars at the old Fremont Dragstrip, and this vintage Hurst display right up front, where it's been since the Hurst rep dropped it off during Eisenhower's presidency. Just to make it all the more awesome, these are 3-speed shifters! Stay tuned for a major feature on more vintage finds in this treasure trove of automotive history!

Some Xeroxing, cutting, and glue-stick work followed, and we had our own somewhat non-poisonous-looking brands. I made some Infected Weasel Bladder Porter, which lacked marketing appeal but featured a really cool weasel logo, followed by Shame Beer and Spiro Agnew Stout. My favorite, however, was good ol' Powerglide Road Soda Genuine Draft (the "Road Soda" part came from the cop who taught at a traffic school I'd attended in penance for a speeding ticket; he referred to drunk drivers as having "had a few too many road sodas" and the phrase hardwired itself into my brain). The inspiration for the beer's name came from the Powerglide that sat on the floor of our "brewery" in a slowly spreading puddle of Dexron; I had swapped a TH350 into my Impala and was trying to find someone who would give me money for a perfectly good Slip-N-Slide (eventually I got a Quadrajet and an OD-1 distortion pedal for it). I'd thought all the PRS bottles were long gone, but look what showed up in a long-forgotten box!

Mitsubishi Motors develops S-AWC vehicle dynamics control system & Twin Clutch SST automated manual transmission

S-AWC system
(* Chassis-mounted components on current Lancer Evolution)

Tokyo, July 10, 2007 — Mitsubishi Motors Corporation has developed two new component systems that are expected to feature in the new Lancer Evolution*, due to be launched this autumn. S-AWC (Super All Wheel Control) is an advanced vehicle dynamics control system that regulates drive torque at each wheel. Twin Clutch SST (Sport Shift Transmission) is an automated manual transmission that delivers slicker shifting through the gears while freeing the driver from the need to operate the clutch.

In line with its corporate philosophy, Mitsubishi Motors strives to deliver a dynamic driving experience while making advances to keep drivers safe. Twin Clutch SST and S-AWC do so by making driving more intuitive. Both the systems work to efficiently distribute power appropriate to road conditions, and deliver outstanding control and stability maintained by an "intelligent" system that reads and reflects driver intent in real time.
S-AWC:
The system now adds an ASC*1 (Active Stability Control) feature to the ACD*2 (Active Center Differential), AYC*3 (Active Yaw Control) and Sport ABS*4 (Sport Antilock Brake System) components that have proven themselves in the Lancer Evolution series. Integrated system management of these four components allows regulation of torque and braking force at each wheel. S-AWC also now employs yaw rate feedback control. This allows the system to control each wheel under a wide range of driving conditions, thus realizing vehicle behavior that faithfully reflects driver inputs and allows drivers of all abilities to enjoy sporty motoring with confidence.

Twin Clutch SST:
MMC's new automated manual transmission employs dual clutches to realize power transmission efficiencies on a par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, Twin Clutch SST delivers satisfying acceleration while also returning superior fuel mileage thanks to its high-efficiency power transmission mechanism. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.

*1, *2, *3, *4: see following for details
1. S-AWC (Super All Wheel Control)

(1) System overview
The S-AWC vehicle dynamics control system integrates management of all its AYC, ACD, ASC and Sport ABS components (see below) while adding braking force control to Mitsubishi Motors' own AYC system. As a result S-AWC elevates drive power, cornering performance as well as vehicle stability under all driving situations, from everyday motoring to emergency evasion maneuvers.

(2) ACD (Active Center Differential)
The Active Center Differential incorporates an electronically-controlled hydraulic multi-plate clutch. The system optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split and thereby producing the best balance between traction and steering response.

(3) AYC (Active Yaw Control)
AYC uses a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and enhance cornering performance. AYC also acts like a limited slip differential by suppressing rear wheel slip to improve traction. The first component of its type, AYC was first used in the Lancer Evolution IV launched in April 1996. It then took an evolutionary step forward in the Lancer Evolution VIII launched in January 2003 as the Super AYC when it switched from the use of a bevel gear to a planetary gear differential, thereby doubling the amount of torque it was able to transfer. In comparison to the system used in the Lancer Evolution IX, AYC now features yaw rate feedback control using a yaw rate sensor and also gains braking force control. Accurately determining the cornering dynamics on a real-time basis, the system operates to control vehicle behavior through corners and realize vehicle behavior that more closely mirrors driver intent.

(4) ASC (Active Stability Control)
The ASC system stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. Taking a step beyond the previous generation Lancer Evolution, the fitting of a brake pressure sensor at each wheel allows more precise and positive control of braking force. ASC improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces. It also elevates vehicle stability by suppressing skidding in an emergency evasive maneuver or the result of other sudden steering inputs.

(5) Sport ABS (Sport Anti-lock Braking System)
ABS allows the driver to maintain steering control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners compared to the Lancer Evolution IX.

(6) S-AWC control system
The use of engine torque and brake pressure information in the regulation of the ACD and AYC components allows the S-AWC system to determine more quickly whether the vehicle is accelerating or decelerating. S-AWC also employs yaw rate feedback for the first time. The system helps the driver follow his chosen line more closely by comparing how the car is running, as determined from data from the yaw rate sensors, and how the driver wants it to behave, as determined from steering inputs, and operates accordingly to correct any divergence. The addition of braking force regulation to AYC's main role of transferring torque between the right and left wheels allows S-AWC to exert more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, AYC's new braking force control feature works in concert with torque transfer regulation to realize higher levels of cornering performance and vehicle stability.
Using integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control vehicle dynamics when accelerating, decelerating or cornering under all driving conditions. S-AWC offers three operating modes: TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces. When the driver selects the mode best suited to current road surface conditions S-AWC operates to control vehicle behavior accordingly and allow the driver to extract the maximum dynamic performance from his vehicle.

2. Twin Clutch SST (Sport Shift Transmission)

(1) The mechanism
Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. With both clutches under precise system control, this arrangement allows lightening-fast, smooth and lag-free gear changes with no interruption in power delivery. Using clutches instead of a torque converter to transmit power makes the Twin Clutch SST simpler in structure and reduces power transmission losses for higher transmission efficiency that leads to improved fuel mileage.

(2) Drive modes
Twin Clutch SST allows the driver to switch between three shifting programs — Normal, Sport and S-Sport — to cover the full range of driving situations, from town use to sporty motoring on open roads.
a. Normal mode
For use around town and other normal driving situations, Normal mode scheduling uses relatively low-speed shift points to deliver unobtrusive shifting for maximum comfort together with optimum fuel economy.
b. Sport mode
For use when driving in the mountains or when engine braking is required, Sport mode scheduling uses higher shift points and quicker shifting to deliver instant throttle response that instills in the driver a closer man/machine relationship.
c. S-Sport mode
Compared with Sport mode, S-Sport mode scheduling keeps the engine turning at higher revs while allowing lightening-fast shifting.

Related:
DSG Rivalry: Ford Betting on Getrag Dual-Clutch System for Future Models [internal]

Carjackers Can't Swipe Stick Shift [NBC 11 News via Fark]

Related:
Wrong-Way Vallejo Drunk Driver Crashes Into ANOTHER Drunk Driver [internal]

Straight off the editor's desk from the News That Surprises No One Department comes more info on Porsche's coming double-clutch manumatic gearbox. (That means one clutch handles the odd gears while a separate clutch toggles the evens.) According to the UK's What Car, they're calling the tranny, "Porsche Doppel Kupplungen," or PDK for short (making it as easy on the options sheet as VW's DSG). But when will it arrive, and in what models? A report from last year indicated the heirs of Ferdinand will offer the new box across all model lines. So keep your ears pointed northeast, because the noise Farago makes when the PDK shows up in a Boxster is going to make Howard Dean seem like a mute. And by shaving off a heap of milliseconds between shifts, it could mean the Tiptronic 911 Turbo's 3.4 seconds to 60 mph could be quite a laugh one day. – Jonny Lieberman

Porsche to launch 'PDK' dual-clutch gearbox [Motor Authority]

Related:
Leaked Dealer Memo Confirms DSG-Style Box for BMW M3; Seven-Speed DSG Manumatic on the Way; Sportomatic! Next Porsche 911 to get DSG, Direct-Injection; Porsche Working up Seven-Speed DSG for Entire Line; DSG Rivalry: Ford Betting on Getrag Dual-Clutch System for Future Models [Internal]

According to Jalop commenter b33g33, BMW has been working like a bunch of hydrophobiac beavers on their version of the VW/Audi dual-cluch automanual known as DSG. We never doubted the lost Gibb brother's truthiness, but additional evidence has arrived from Autocar. The mag says it's in possession of a dealer memo advising that the coming, V8-powered M3 will get a new, DSG-style tranny. The all-new gearbox comes via partner Getrag, and will be called M DCT. According to A-car, it'll provide "rapid and nearly imperceptible shifts" when it hits the market in 2008. The M3's relatively low torque output of 295 lb-ft at 3,900 rpm likely eases the burden, since beefier engines have been said to grind DSGs into chocolate pudding. Nonetheless, much fun will be had by all, undoubtedly. – Mike Spinelli

M3 to get DSG-style manual gearbox [Autocar]

Related:
Porsche Working up Seven-Speed DSG for Entire Line [internal]

Looks like Jaguar's taken its new, stickless shifter kit to the streets. The spy photo establishment picked up a few shots of an XKR sans J-gate shifter and with, ahem, no noticeable vertical protrusion from the console. The obvious conclusion is the JaguarDrive system (shown), introduced in the C-XF concept car earlier this year, may not be exclusive to the coming XF model. Will the new, button-heavy configuration set Jag apart from its Germanic competitors, or are we watching another iDrive misfortune in its early stages. Right; too soon to tell. – Mike Spinelli

SPY PHOTOS: Jaguar XKR with JaguarDrive Trans Concept? [World Car Fans]

Related:
2009 Jaguar XF, on the Inside [internal]

If you're addicted to banging off shifts with VW/Audi's DSG box, you'll soon have a new cog to swap. We've already heard Porsche is working on a similar seven-ratio box, but according to the UK's WhatCar? a new seven-speed DSG automanual will arrive this year. VW's new Direct Shift Gearbox, originally the creation of tranny house Borg Warner, will first appear on the VW Rabbit/Golf. The new sprocket will allow a tighter fit between first and second, which will reportedly improve acceleration while allowing for a taller top gear. But the fragile box is said to top out at 184 lb-ft of torque, so don't expect it to show up in the Audi RS4 anytime soon. It's strictly a low-end enterprise, for now. As for Porsche's system, which would have to be at least twice as robust to survive? That's a question best left to the sultans of Bruce. – Mike Spinelli

New seven-speed automatic from VW [What Car?]

Related:
Porsche Working up Seven-Speed DSG for Entire Line; Sportomatic! Next Porsche 911 to get DSG, Direct-Injection; Farago to Wet Self: DSG Cost-Effective! [internal]

When the Bangled 7-series dropped just a few short years ago (2002), one of its high-tech highlights was the world's first 6-speed automatic by transmission maker to the stars, ZF. Shortly after the Bimmer dropped, Jaguar, Audi, Bentley, Land Rover and Ford (in their Australia only RWD Falcon) adopted the smooth and torque hungry slushbox. But then Mercedes-Benz came out with a 7-speed auto. Worse, Lexus scooped everyone with an 8-speed. For all those fancy marquees a 6-speed automatic ain't going to cut it. And it won't have to, as ZF just announced their new 8-speed autobox. Aside from the two-extra cogs, ZF is claiming about 6% better mileage compared to the old 6-speed. The new transmission will also send more engine power to the wheels, which we salute. Additionally, the 8-speed has been designed with AWD and hybrid applications in mind. As for the bigger question, will we see a 10-speed auto in 2011? Oh yes, we hope so. Unless DSGs replace conventional autos in high end cars. – Jonny Lieberman

ZF develops new 8-speed auto [motorauthority.com]

Related:
Eight! With Coming ZF Box, BMW Will Match Lexus [Internal]

Of course you do. We all do; every last '78-88 GM A/G-body car is simply crying out for five on the floor (preferably with a bench seat). The General didn't much like the idea (though he did build a few with manual transmissions, mostly Saginaw 3-speeds) but everything you need to do the job right is readily available at the junkyard and/or eBay. The internet is truly a wonderful thing; here's an extremely helpful site that looks like it took as much work to create as did the transmission swaps it documents. Good step-by-step description, plenty of helpful photos, and all for free! – Murilee Martin

Installing a T5 into a 1978-1988 GM A/G Body [garage-scene.com]

Related:
So You Want A 4x4 Volvo 245? [internal]

If you weren't yet aware through your connections at the Swiss bank, the Aston Martin Vanquish S will be offered with a six speed manual. That to satisfy enthusiast bankers who spend the weekend using all 12 cylinders to dodge the trams in Zurich. But the option can also be retrofitted on Vanquish models all the way back to 2001. But it's not exactly a blue-light special. In the UK, the six-speed manual is a 15,568 option. Don't even bother doing the conversion unless you have enough gold reserves to cover it. – Mike Spinelli

Vanquish gets manual box [Auto Express]

Related:
Aston Martin's Bon Voyage Vanquish S "Ultimate Edition" [internal]

If your idea of nirvana is clutchless gear changes with zero lag up and down the cogway, today may be your birthday. So says UK-based Zeroshift, which claims to have developed an add-on mechanism that replaces a manual tranny's synchromesh. It's called the Zeroshift Automated Manual Transmission (AMT), and the company says it can change gears seamlessly — more efficiently than VW/Audi's sublime DSG box. (Here's how it works.) The chart pictured shows the AMT in use on a TVR Cerbera 4.2 equipped with a Tremec T5 five-speed manual. The company says on passenger cars it can reduce wasted fuel, while in more sporting applications — well, you know. – Mike Spinelli

Zeroshift Automated Manual Transmission could be an automotive killer app [Gizmag]

Related:
Competition for DSG: Chrysler to Build Dual-Clutch Gearbox; Sportomatic! Next Porsche 911 to get DSG, Direct-Injection; Farago to Wet Self: DSG Cost-Effective! [internal]

The great cog war of the 2010s may involve cars with as many gears as our first Schwinn. But let's not get ahead of ourselves — we're still on eight. Last year, Toyota broke the seven-speed threshold with an eight box for its Lexus models. Now, BMW will soon be offering a new eight-speed automatic transmission — developed by tranny powerhouse ZF — in its 7-Series as early as 2009. Benefits of the additional gears include more closely matching engine speed with gearing, faster shift speed and better mileage. Boy, we can't wait for those 21-speed "mountain" cars of the future. – Mike Spinelli

ZF developing new 8-speed auto for BMW [Motor Authority]

Related:
Detroit Auto Show: Lexus IS-F Hits Early; New Lexus Flagship Hybrid Unveiled; Carmakers Push Toward Eight-Speed Transmissions [internal]

From a new set of spy shots posted last night on M3Post.com, It looks like the new M3's getting a six-speed manual, along with the telltale M-power button that frees up the final 75 horsepower or so. Apparently BMW's not risking more alienation of US buyers, who wanted manuals in their M5s (we all know how that turned out). No word on whether it'll have the same level of traction control fascism as in the new manual M5s — or the same degree of wheel hop (er, tramp) engineers found in the M5s. Suffice to say they're at least giving it a go before the new, less ruthless SMG ships sometime next millennium. – Mike Spinelli

Few new M3 coupe pics [M3Post.com]

Related:
US Buyers None too Happy With Six-Speed M5 [internal]

It sure seemed that BMW was giving a nod to its all-important US buyers — many of whom thought the company's SMG automanual was as welcome as a cyborg mother-in-law. Execs reversed their decision not to offer a proper six-speed manual on US-bound M5s, and built the tri-ped despite protest from M-division chief Gerhard Richter. But as Car magazine reports, the sacrifices required may have been too great. Without computer control of clutch plates, axle hop became a serious issue, and so stability control had to be called upon in a more or less permanent role. That may be a problem for tail-out masters, though not so much for future Darwin award nominees regular drivers. That's what you get when you listen to your customers. – Mike Spinelli

BMW wrong slots with manual M5 [Car]

Related:
Jalopnik Reviews: 2006 BMW M5, Part 1 [internal]

Although the General claims

"to have a strong liquidity position, with more than $20 billion in cash and marketable securities at the end of the third quarter 2006."

"This process is another potential step in GM's plan to improve liquidity through the assessment of strategic options for a business that is not central to GM's mission..."

FOR RELEASE: 2007-01-25

General Motors Considering Strategic Options for Allison Transmission

NEW YORK — General Motors (NYSE: GM) today announced that it is looking at strategic options related to its Allison Transmission commercial and military operations, including a potential sale of the business. This process is another potential step in GM's plan to improve liquidity through the assessment of strategic options for a business that is not central to GM's mission of designing, manufacturing and selling cars and light trucks globally. GM continues to have a strong liquidity position, with more than $20 billion in cash and marketable securities at the end of the third quarter 2006.

Allison Transmission has a track record of strong business performance and is the leading seller of automatic transmissions for commercial vehicles. The company designs, engineers, manufactures and sells automatic transmissions for commercial and military vehicle applications. Headquartered in Indianapolis, Ind., Allison Transmission employs 3,400 people, has 7 plants in Indianapolis and sells automatic and powershift transmissions, product parts and support through a worldwide distribution network and sales offices throughout North America, South America, Europe, Africa and Asia.

General Motors Corp. (NYSE: GM), the world's largest automaker, has been the global industry sales leader for 76 years. Founded in 1908, GM today employs about 284,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 33 countries. In 2006, nearly 9.1 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn and Vauxhall. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

Forward-Looking Statements: In this press release and in related comments by GM's management, we use words like "looking at," "option," "potential," "plan," "expect," "intend," "pursue," or "believe," to identify forward-looking statements that represent our current judgments about possible future events. We believe these judgments are reasonable, but GM's actual results may differ materially due to a variety of important factors. Among other items, such factors include possible changes in our strategic plans for Allison Transmission; the response of potential acquirors, government agencies, suppliers, customers, and other participants in the industry to our strategic choices; our ability to maintain adequate liquidity and financing sources including an appropriate level of debt; and general economic conditions. Our most recent annual report on Form 10-K and quarterly reports on Form 10-Q provide information about some of these factors, which may be revised or supplemented in future reports to the SEC on those forms.

Related:
This One's for Cadillacs: GM to Launch New Hydromatic Tranny [internal]

Whither the autoboxes and CVT clockworks? Automotive News is reporting Volvo's S40 and V50 oil burners in Europe will come with dual-clutch transmissions, which can be shifted like manuals or run in automatic mode, starting in late 2007. The cars won't be getting the slick Borg-Warner box that turned once manual-only VW/Audi heads into DSG-paddling fools; Volvo's using a similar setup from Getrag, its joint-venture transmission partner. But that's only the appetizer. As a main course, Ford will eventually use the system, dubbed Powershift, in the majority of its European line, including Volvos, Land Rovers and Mazdas, as well as Ford brand cars like the Focus and Focus C-Max, replacing automatics and continuously variable boxes. As for the US, a source from Ford told AN the company is considering dual-clutch transmissions for some "smaller" models. That forces the question, are the manual's days numbered? (note: DSG shown) – Mike Spinelli

Related:
Paris Wrap-up: Aston Martin Vantage to Get New Sportshift; Competition for DSG: Chrysler to Build Dual-Clutch Gearbox; Porsche Working up Seven-Speed DSG for Entire Line; Robot, Shift: DSG to Replace Autoboxes on VW's Transverse-Engined Cars; The Truth About The DSG: So Long Stick Shift [internal]

There's a lot to love about Maserati's Quattroporte, the snarly V8, the sumo-lizard body shape, the King Henry the XXX interior. But its DuoSelect robotic gearbox, the only one offered up to now, is neither sporty enough nor supple enough to satisfy either end of its range of upper-crust buyers. But, as the company announced this week at the Bologna show, it will soon come with a ZF automatic option. In addition to providing smoother, faster shifts — according to a press release — the new box nearly evens up the sedan's weight distribution (49 percent front / 51 percent rear vs, 47 percent front / 53 percent rear for the DuoSelect). We'll know more at the Detroit show, where the autobox will make its debut. – Mike Spinelli

Related:
Jalopnik Reviews: 2005 Maserati Quattroporte, Part 1 [internal]

It's almost exactly a year to date since we first heard about a Ferrari part-time 4WD system in development, and our motherland- covering amici at Italiaspeed have more on the gadgetry behind it. Dubbed an "insertable" four-wheel-drive system, Ferrari's new clockworks aim to quell the loss of torque associated with disbursing wheelspin to all corners, thereby giving Ferrari drivers the benefits of AWD in adverse weather conditions along with the otherwise superior performance of rear-wheel drive. The system involves an electronically controlled "second clutch," which (stop me if you've heard this one) connects the crankshaft upstream of the gearbox to the fixed-ratio secondary driving wheels, transferring torque to the front wheels when the driving wheels slip. The system can be used for both front- and mid-engine layouts. From the press release, it seems like an elegant solution to a vexing problem, but we'll get back to you when we finish our one-hour correspondence course in mechanical engineering. – Mike Spinelli

11.10.2006 FERRARI DEVELOP "INSERTABLE" FOUR WHEEL DRIVE [Italiaspeed]

Related:
Ferrari Developing Part-Time 4WD System [internal]

Automotive News reports Chrysler, hot for a piece of VW's DSG action, is developing its own dual-cluch gearbox with supplier Getrag for front-wheel-drive vehicles by 2009. It's a major push that could change the transmission sales mix; the company wants to build 700,000 of the auto-manual units per year. It would be the first dual-clutch tranny built in the US, with production slated for a $560 million plant in Bermuda Bahama Kokomo, Indiana the companies are negotiating to build. According to a market researcher named Selecman (seriously), the technology outclasses the company's current automatics, offering better fuel economy, shift quality and durability. It'll be matched with the company's new Phoenix V6 family, due for the 2010 model year, and though there's no word on the company's plan to license the technology, we'd imagine that's pretty much assured. – Mike Spinelli

Related:
Paris Wrap-up: Aston Martin Vantage to Get New Sportshift; Porsche Working up Seven-Speed DSG for Entire Line; Robot, Shift: DSG to Replace Autoboxes on VW's Transverse-Engined Cars; The Truth About The DSG: So Long Stick Shift [internal]

Aston Martin is taking on Ferrari's F1 gearbox with a new electro-hydraulic automated manual for the V8 Vantage, the company announced in Paris. Dubbed Sportshift, the six-speed box, the company says, improves shift times while retaining the car's weight distribution. De rigueur paddle shifters, forged of magnesium, mark the clickoffs — up to three times faster than the manual (less than 200 milliseconds per), the company said in a press release. Still, in the game of milliseconds, Ferrari's latest F1 box — which directs traffic in its 599GTB — wins, at 100 milliseconds. But the Aston box also has a low-speed "crawl" feature that engages the clutch to move the car along at up to 4 mph, so the driver doesn't have to throttle up for parking and risk launching through the window of Bergdorf Goodman's. Brilliant.

Related:
New Aston Martin V8 Vantage Volante to Hit in 2007 [internal]

Funny how the world just falls right into line sometimes. Months ago, when Porsche started buying up chunks of VW stock, the first thing Farago wrote was, "Now that the Sultans of Stuttgart have bought a piece of VW, the installation of Audi's superb DSG system into the Porsche family of sports cars can't come soon enough." Well, damned if it all ain't coming true, sort of. According to AutoWeek Porsche's filed patent documents in Germany indicating said Sultans are working up a seven-speed double-clutch gearbox of their own, which Porsche plans to use throughout its line, all the way up to its mid-engined GT1 race car. Will it use part of the Borg-Warner DSG invention, or is Porsche starting from the ground up. Only the Sultans know for sure.

Porsche to offer seven-speed DSG [AutoWeek]

Related:
More on DSG [internal]

Our four podcast listeners know this well: every time the VW DSG trans is mentioned, Farago has to take a break to go freshen his undies. Needless to say, the Cynical One is suffering from a range of biological functions on an Akira-esque scale as he reads this post, and we apologize in advance to Lola if she accidentally witnesses her father in such fits of automotive bliss.

Dear Lola. We sincerely hope this does not hinder your development in any significant way. Meanwhile, as we've previously reported, VW is phasing out torque-converter-equipped automatic models in favor of DSG versions, which will reportedly cut costs, as well as enhancing driver bliss and fuel economy. They're still figuring out how to package it behind longitudinally-oriented mills, but considering the only model featuring that configuration in the US market is the Touareg, who cares?

Meanwhile, the brainiacs in Wolfsburg have decided to bring production of the trans in-house, as a sop to unions, claiming that they can build it just as cheaply as an outside supplier would be able to. What's more, they also claim that the cost to the consumer over a conventional automatic will be halved. Besides the Audi R10, this is one of the few win-win-win stories we've heard all year.

[Thanks to Damon for the tip.]

VW shifts to dual-clutch transmissions [AutoWeek]

Related:
"http://www.jalopnik.com/cars/gadgets/robot-shift-dsg-to-replace-autoboxes-on-vws-transverseengined-cars-180268.php">Robot, Shift: DSG to Replace Autoboxes on VW's Transverse-Engined Cars [Internal]

VW's product chief says the era of the PRNDL is coming to an end for many of the company's cars. According to The Car Connection, V-dub's dual-clutch DSG gearbox will replace automatics on cars fitted with transverse-mounted engines (that's east to west). That means DSG will be as common as the steering wheel in such cars as the VW Rabbit, Audi A3 and Skoda, er, King Wenceslas (or whatever). The company will use the DSG box (aka BorgWarner DualTronic) as a "unique selling proposition" for its cars, giving them a leg up on competitors like BMW, whose similar SMG has been derided by some for its complexity and vague shifting. (Still, we hear BMW's coming back with a new SMG box that'll address many points of criticism.) Either way, for enthusiastic drivers who like to give the clutch foot a rest once in a while, it looks like "best of both worlds" may end up being more than just a Van Hagar number.

Related:
Jalopnik Reviews: 2006 Audi A3 3.2 Quattro DSG, Part 1; Japanese Drift Champ Takes On The VW GTI's DSG [internal]

It's not the headliner of Sea World's new "Is Paris Burning?" spectacular. No, this Hydromatic tranny is GM's new 6L50, the latest in the company's line of six-speed autoboxes that'll permeate the General's line in coming years. According to the company, by 2010, it'll introduce 10 new six-speed variants for front-, rear- and all-wheel drive models — to the tune of three million six-speeds annually. The new box, which will show up in 2007 Cadillac STS rear-drive and all-wheel-drive performance sedans and the V8 powered SRX, has a tall short first gear to enhance acceleration and two overdrives to maximize fuel economy, and, like the 6L80 box found in the Cadillac XLR-V, STS-V and Chevrolet Corvette, allows for manual up- and downshifts. A sequined bathing cap, however, is wholly unnecessary.

Related:
GM Introduces Six-Speed Automatic; I Am Indy: Paddle Me, Austin! [internal]