These Transmissions Can Handle 1000 HP (Or More)

When we talk about 1,000-plus horsepower engines outside of topics like Ford's CEO wanting to build a 1,000 horsepower beast to win Dakar, we discuss power, torque outputs, engine size, and technology. What many people often overlook is the gearbox, which is a critical piece that transmits those heady horsepower numbers to the pavement. While a gearbox has a simple role, executing it is monumentally difficult, especially when it comes to high-performance engines. To be able to handle all that stress, the transmission has to either be a beefed-up unit or have clever technology to coax all that power through.

Why do we need a beefy transmission? Why can't a stock gearbox be used to transmit 1000-plus horsepower and four-digit torque figures? That's because rotating parts of a gearbox, such as the clutch plates, gears, and shafts, will be subjected to exponential twisting forces. You'll end up fracturing the gear teeth, causing gear shaft failure and burning clutch plates.

A gearbox capable of handling this kind of performance is more than a beefed-up unit. It's a re-engineered marvel, often featuring steel billet components, advanced metallurgy, exotic clutch materials, and cutting-edge hydraulics. Here are some gearboxes that can handle anything, from exotic hypercar performance to peak performance builds.

The OG hypercar was a marvel of engineering with a lot of firsts to its name. The Bugatti Veyron was the first road-going car to push out 1,001 PS (987 horsepower) and an even more impressive 922 pound-feet from its 8.0-liter W16 quad-turbocharged engine. This was back in 2005. Later iterations, like the Super Sport, delivered 1,200 horsepower. When designing the Veyron, Bugatti needed a gearbox that could not only transmit all that power to the ground without tearing itself apart, but also execute smooth and seamless gearshifts.

For this, instead of using one of the BorgWarner DSGs found on other Volkswagen Group cars, Bugatti turned to racing transmission specialist Ricardo for the gearbox. Ricardo went on to develop a 7-speed dual-clutch transmission specifically for the Veyron. This gearbox is a work of art; a magnesium-cased monster that holds two wet multi-disc clutches able to handle the immense torque outputs without slipping and wearing out prematurely. The gearbox is a longitudinally-mounted unit that sends power to all four wheels, and it was designed to handle the abuse offered by a car capable of hitting over 250 miles per hour.

This transmission even had its own radiator, which was a necessary addition since the gearbox oil had to be optimally cooled from the heat generated by friction. The gearbox's durability isn't its only highlight, either. Its precision and ability to execute 150-millisecond shifts make it a brilliant feat of engineering.

Cars like the Koenigsegg Gemera are the pinnacle of automotive engineering. The brand describes it as a "Mega GT," with its 5.0-liter twin-turbocharged V8 and electric motor collectively producing a mind-boggling 2,300 horsepower and more than 2,000 pound-feet of torque. To put this power to the road through all four wheels, the Gemera uses Koenigsegg's proprietary 9-speed Light Speed Tourbillon Transmission (LSTT).

This transmission is the evolution of the 9-speed Light Speed Transmission first seen on the Koenigsegg Jesko. The "Tourbillion" in the Gemera gearbox is an homage to an intricate, high-precision mechanical component in Swiss watchmaking. The LSTT is a new category of gearboxes; it's a multi-clutch, multi-gear, non-DCT, and non-synchro-mesh transmission that doesn't even use a flywheel. The 9-speed unit used six wet clutches, which allows for any gear to be selected at any given moment. 

There is no reverse gear. For that, and to start from a standstill, the gearbox uses power from the bundled "Dark Matter" electric motor. This helps the gearbox stay light and compact, which — when combined with the elimination of the flywheel — allows the gearbox to wrap itself around the engine. Another cool design feat is its layout. The gearbox has a forward-facing driveshaft, and instead of a differential, it uses bevel gears and hydraulic clutches to precisely send power to each individual wheel. Here's a more detailed look into the LSTT transmission.

While most hypercars today use a hybrid or electric powertrain, in true American fashion, the Hennessey Venom relies on a pure ol' internal combustion engine. Its 6.6-liter twin-turbocharged "Fury" V8 produces a phenomenal 1,817 horsepower and 1,193 pound-feet. That gives it enough punch to be the quickest production car to ever lap Texas' famed Circuit of the Americas. The carmaker needed a gearbox that could handle not just the massive performance, but also sustain the stresses of its 300-plus miles per hour top speed run. 

Its answer for this wasn't a heavy and complex DCT gearbox, though. The Venom F5 uses a 7-speed single-clutch automated manual gearbox built by Italian gearbox specialists CIMA. While this might sound counterintuitive, a single-clutch automated manual gearbox is easier to use and doesn't need as much space compared to a DCT gearbox. Of course, the gearshifts are far from smooth; it can be termed as a violent shift, which feels right at home in a hypercar with 1,800 horsepower.

The longitudinally-mounted gearbox sends power to the rear wheels, and its clutch has a 9.4-inch diameter. Last year, Hennessey also released a limited-edition Venom F5-M that uses a 6-speed gated manual gearbox.

A Dodge Ram 6.7-liter Cummins diesel is a wonderful engine when it comes to tunability. You can push over 1,000 horsepower and reach four-digit torque numbers. You can even run it on biodiesel. While the Mopar 68RFE 6-speed automatic gearbox that comes with the Ram works well in stock form, it falls apart once you start pushing the performance envelope. Thankfully, aftermarket specialists like Randy's Transmissions have a penchant for transforming these stock gearboxes into indestructible power transmitters.

The Stage 4 1000+HP 68RFE gearbox features billet shafts and valve bodies, a triple disc torque converter, oversized clutches, and lines that feature up to 225 PSI hydraulic pressure for firmer, positive gear changes. The multi-disc setup protects the gears during hard launches, while the updated hydraulic pump assembly ensures the lines maintain pressure despite varying engine loads. Basically, Randy's Transmissions replaces the weak links inside the gearbox rather than inventing a new one. The stage 4 build is rated for 1,000+ horsepower, and prices for it start at around $15,800.

The ATI Performance 6R80E transmission is a 6-speed gearbox solution for those looking to swap a powerful Chevy (or LS, LSA, or LT V8) motor into a chassis that originally used a regular Ford 6R80 transmission. It also works for drivers looking for a modern, durable, and compact 6-speed gearbox that will go well with their high-performance Chevy crate engine.

The Ford 6R80 transmission is a ZF-inspired automatic gearbox that's known for its reliability, and with a few tweaks, it can handle even drag racing duties. ATI Performance Products specializes in drag racing transmissions and developed the 6R80E transmission kit to be a bolt-on fit for Chevrolet V8 engines. Its gearbox ecosystem can handle engine performance ranging from 500 horsepower to 1,000 horsepower.

A crucial component is the bellhousing adapter and components that easily mate the Ford gearbox to the Chevrolet engine. Since the gearbox is electronically controlled, the kit also includes complete transmission wiring, and it also has optional components such as the transmission brake and paddle shifters. A complete kit with the 6R80E transmission, bellhousing, torque converter, and controller costs around $6,900.