that is the nastiest interior i have ever seen. they took a 1980s instrument cluster and plopped it on to a dash.
Every time I look at that picture I hear the sound of squeaking, rattling plastic in my head. I'm with you: that's nasty.
I don't mind most of the interior, and once you get all the testing equipment out of it and clean it up, it will look a lot better. However....that instrument cluster....what the hell were they thinking????
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Old ride: 04 SRT-4. I miss that car
Current ride: 06 Charger R/T. JMB CAI, Kooks LT headers and Corsa exhaust.
I suspect it has new folding rear cab wall...why would you hide it?
Obviously there is something there they are trying to keep out of sight. They aren't going to have some kind of bed access up front in that area are they?
Chrysler unveils lightweight body frame technology
Automaker says it will save 120 pounds Jack Herman Automotive News
August 22, 2007 - 3:30 pm EST
DETROIT — With computers, high-strength steel and even a little help from Mother Nature, Chrysler LLC says it will be able to reduce the weight of future vehicle structures by about 120 pounds.
Based on biomimetics — the study of using concepts from biological structures and functions in engineering — the new technology reverses the way in which body-in-whites are designed, Bill Grabowski, Chrysler’s director of body core engineering, said today at a press conference here.
In the past, engineers viewed body-in-whites from the bottom up, optimizing each part individually. But using biomimetic topology, the engineers now start by looking at the body-in-white as a whole and work down.
When the body-in-white is viewed holistically, engineers can use computer simulations to determine where load support can safely be removed from the structure. The technique is analogous to the way the bone structure of a bird might evolve, Grabowski says.
Chrysler and Daimler developed the technology in 2003. In 2005, they partnered with the American Iron and Steel Institute to develop applications for high-strength steels in conjunction with the technology.
Chrysler has already started experimenting with the technology on some vehicles, such as the Chrysler Sebring car. It plans to use the technology on entire vehicles within the timeframe of 2010 to 2013, expecting to improve fuel economy by about 1 percent while maintaining safety standards.
“In this whole fuel-economy/safety debate, it’s fairly a powertrain and airbag debate; there’s no mention of the body structure,” Grabowski said. “In reality, at least from the body engineer’s perspective, we think it all begins from a great body design.”
Prowler-mania, Demonology; what's up with Chrysler's automotive tastes these days? What Car (indeed) reports that the foul Chrysler Sebring diesel (and we're not talking about emissions here) may be the first Chrysler product blessed with a Dual-Sequential Gearbox (DSG). As DSG is Borg Warner's name for Volkswagen's sublime paddle shifter, the magazine is hedging its bets regarding sourcing: "It is not yet clear if the dual-clutch transmission is Chrysler's own, if it has been developed with former sister company Mercedes, or if it is from another manufacturer - the Sebring's 2.0-litre diesel engine is already sourced from Volkswagen." And while they're at it, What Car says the gearbox might spread to other Chrysler products. Funny thing is, I can't think of a single Chrysler product that really needs it… Viper? Do they still make that?
Good sign that is it being used on the JS platform and with a high torque application. I think Hemi was trying to hint at something there with that one!
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Still waiting for a 2009 AWD Turbo SRT-6 Avenger...
LAST APPLICANT(S)/OWNER(S) OF RECORD 1. DAIMLERCHRYSLER COMPANY LLC
Address:
DAIMLERCHRYSLER COMPANY LLC
1000 CHRYSLER DRIVE CIMS 483-02-19
AUBURN HILLS, MI 48326
United States Legal Entity Type: Ltd Liab Co State or Country Where Organized: (NOT AVAILABLE)
GOODS AND/OR SERVICES International Class: 012 Class Status: Active
motor vehicles, namely, passenger automobiles Basis: 1(b) First Use Date: (DATE NOT AVAILABLE) First Use in Commerce Date: (DATE NOT AVAILABLE)
LAST APPLICANT(S)/OWNER(S) OF RECORD 1. DAIMLERCHRYSLER COMPANY LLC
Address:
DAIMLERCHRYSLER COMPANY LLC
1000 CHRYSLER DRIVE CIMS 483-02-19
AUBURN HILLS, MI 48326
United States Legal Entity Type: Ltd Liab Co State or Country Where Organized: (NOT AVAILABLE)
GOODS AND/OR SERVICES International Class: 012 Class Status: Active
AUTOMOBILES Basis: 1(b) First Use Date: (DATE NOT AVAILABLE) First Use in Commerce Date: (DATE NOT AVAILABLE)
ADDITIONAL INFORMATION (NOT AVAILABLE)
MADRID PROTOCOL INFORMATION (NOT AVAILABLE)
PROSECUTION HISTORY 2007-08-17 - TEAS Extension Received
United States Patent 7,249,532 Ruedle July 31, 2007
Double clutch transmission
Abstract In a double clutch transmission, particularly for front wheel drive cars with transversely mounted engines, the power path for the reverse speed extends through the same path as that for the second forward speed, both using the same input clutch, while the power path for the first forward speed extends through the other input clutch of the double clutch so that shifting between the reverse and first speeds can be accomplished under engine power.
Inventors: Ruedle; Harald (Stuttgart, DE) Assignee: DaimlerChrysler A.G. (Stuttgart, DE)
Appl. No.: 11/221,389 Filed: September 7, 2005Foreign Application Priority Data
Sep 11, 1920 [DE]
10 2004 043 939 Current U.S. Class:74/330 ; 74/331 Current International Class: F16H 3/08 (20060101) Field of Search: 74/330,331,606R References Cited [Referenced By]U.S. Patent Documents
6055879
May 2000
Abe et al. 6755090
June 2004
Ima 6856880
February 2005
Shimaguchi Foreign Patent Documents
196 24 857
Jan., 1997
DE
103 35 262
Mar., 2005
DE Primary Examiner: Lewis; Tisha Attorney, Agent or Firm: Bach; Klaus J. Claims
What is claimed is:
1. A double clutch transmission, particularly for front wheel drive cars, including a central input shaft (11) and a hollow input shaft (12) through which the central input shaft (11) extends, a first and a second secondary transmission shaft (22, 24) arranged in spaced relationship parallel to said input shafts (11, 12), first and second clutches (K1, K2) mounted on the central and the hollow input shafts (11, 12) respectively, for switching the power transfer to said transmission between the central and the hollow input shafts (11, 12) for transmitting the power via different sets of gears of the transmission forming various transmission speeds, said speeds including a reverse speed (R) with a gear (32) rotatably supported via a gear sleeve (34) on said first secondary shaft (22) and being in engagement with a gear (31) associated with a low forward speed (V1), said gear sleeve (34) being rotatably supported on said first secondary transmission shaft (22) and arranged in the power flux of another forward speed (V2) and connected to a sleeve gear (21) assigned to this forward speed (V2).
2. A double clutch transmission according to claim 1, wherein said low forward speed is the first forward speed (V1).
3. A double clutch transmission according to claim 2, wherein said gear sleeve (34) and said sleeve gear (21) assigned to the first forward speed are coupled without circumferential play.
4. A double clutch transmission according to claim 1, wherein said gear sleeve (34) and said sleeve gear (21) assigned to the first forward speed are formed as a single part.
5. A double clutch transmission according to claim 1, the another forward speed (V2) is the second speed.
6. A double clutch transmission according to claim 5, wherein the sleeve gear (21) assigned to the another forward speed (V2) is in engagement with a gear (15) which is mounted on one of the two input shafts (12) for rotation therewith.
7. A double clutch transmission according to claim 6, wherein the concentric input shafts (11, 12) are supported relative to each other by antifriction bearings and the central input shaft (11) is provided at its end remote from the clutches (K1, K2) with a central bore for supplying lubricant to said antifriction bearings.
8. A double clutch transmission according to claim 7, wherein said transmission is disposed in a housing including an opening with a recess containing a bearing (26) supporting the central shaft at its end remote from said clutches K1, K2), said opening being covered by cover (28) including an oil supply structure for admitting oil to the central bore of the central input shaft (11).
9. A double clutch transmission according to claim 1, wherein said two secondary transmission shafts (22, 24) have drive pinions (29, 40) of different diameters.
10. A double clutch transmission according to claim 1, wherein each speed is shiftable to a sequentially next speed under load.
11. A double clutch transmission according to claim 10, wherein next to the gear set for said low forward speed (V1) two gear sets for forward speeds (V5, V3) are arranged on the central shaft (11) whereas next to the gear set for the another forward speed (V2) gear sets for two additional forward speeds (V4, V6) are arranged on the hollow drive shaft (12) of which one (V4) includes a gear (23) on the second secondary transmission shaft (24) and the other (V6) includes a gear (25) on the first secondary transmission shaft (22).
12. A double clutch transmission including two input shafts (11, 12) and two power input clutches (K1, K2) for supplying engine power to the transmission through various speed paths including at least a reverse speed path (R) a first forward speed path (11) and a second forward speed path (V2), a gear set for the reverse speed (R) disposed in sequential order with the first forward speed (V1) and the second forward speed (V2) of which the immediately adjacent first forward speed (V1) includes for the transmission of power a freely rotatable gear (31), which is also disposed in the power path through the transmission for the reverse speed (R) when the reverse speed is engaged and the reverse speed is assigned the same friction clutch K2 as the second forward speed (V2) so that power is transferred for these two gears (R, V2) via the same input gear (21) and the first forward speed is engageable by the other friction clutch (K1) so that the transmission can be shifted between first speed and reverse under power.
VCT is one of many another of many new technology that is coming from the Chrysler's Engineering. I don't know the whole mechanics how it works...I need to look into this novel concept.
Also, there is another cool power train gadget that at idle, the engine turns off and when the pedal is touch it reactivates the engine. Sitting at a light or sitting in traffic, this will be a gas saver indeed. This is under going testing for awhile now but requires a new type of starting system.
I could be completely off, but is it possible that by lengthening and shortening the rocker arms it could make the cam-shaft act more aggressive. In fact I can see how higher RPMs could use centrifugal force to make them longer to increase cam profiles for fuel and air mixtures… But I’m sure its much more complex than that, and I’m probably not even in the ballpark…
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JMB CAI, Kooks LT headers and Corsa exhaust.
DETROIT — With computers, high-strength steel and even a little help from Mother Nature, Chrysler LLC says it will be able to reduce the weight of future vehicle structures by about 120 pounds.
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