BaldGuy
Elio Addict
Right, I realize you have the option to either select "D" or paddle shift. But has the Elio ever been confirmed to have that paddle shift ability? I hope so as that would be fun.
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The Elio Automatic Transmission
- Thread starter Floyd
- Start date
The last I heard paddle shifters were 'under consideration'. Just something else we have to wait and see about.
outsydthebox
Elio Addict
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wayne kemp
Elio Addict
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So as usual Elio haven't got their Ducks in a Row as of Yet.
HHH
Elio Addict
Wow! First I've heard that the Elio has a built-in ATM! Now if it could only make withdrawals from other people's accounts, that would really boost the car's popularity.
zelio
Elio Addict
Jambe
Elio Addict
Lil4X
Elio Addict
In the '30's "preselector" gearboxes became popular on sports/racing cars. Rather than row a gear lever and leg a clutch, the driver could pre-select his next desired gear at any point, then with a quick dip of a "change" pedal, engage it. The system had several advantages, among which it was lightweight, extremely tough, and easily serviced. In time, these transmissions did away with the clutch altogether, making the gear change without the pedal without interrupting the flow of power. Some were eventually electrically actuated, opening the door to even further development.
Preselectors were common on Daimler, Maybach, Alvis, Talbot-Lago, and Armstrong Siddeley cars, even London buses and German Tiger tanks. In America, Cord and Tucker utilized the preselector gearbox, as well as did a few specialty models. Pioneered by Wilson, there were preselector gearboxes developed across several continents and a couple of decades including, Talbot, de Normanville, and Cotal - that probably represented the pinnacle of preselector development.
De Normanville went on to manufacture electric overdrive systems - best known on these shores on '50's and early '60's Austin-Healeys. I drove a 100-4 for a while and always enjoyed using third-direct as a passing gear on the highway - then as I pulled alongside my quarry, flipping that long toggle on the dash near the steering wheel rim to instantaneously shift to 3rd OD, which closely approximated 4th gear. It WAS quick . . . and entertaining.
That's what made preselectors popular, particularly on hillclimb cars was that you could shift instantly to a higher or lower gear, without double-clutching or waiting for synchronizers to catch up. On the track, the fact that you could preselect your gear, then keep your hands on the wheel during the gear change deep in a corner. About the only downside to the preselector box was that with development proceeding in multiple directions, there was no focus to the technology, and with the conflict of patents eventually strangling mass production, it departed the automotive scene by the mid '50's.
Were the variations not quite so complex, a preselector might be a worthwhile investigation today. Given an interface with the ECU, the system could default to a "map" of gear ranges, or allow full manual control in "sport" mode. Several contemporary single and dual clutch transmissions are approximating this design already, but it might be worthwhile to re-examine some 80-year-old technology here to see what we could learn.
Preselectors were common on Daimler, Maybach, Alvis, Talbot-Lago, and Armstrong Siddeley cars, even London buses and German Tiger tanks. In America, Cord and Tucker utilized the preselector gearbox, as well as did a few specialty models. Pioneered by Wilson, there were preselector gearboxes developed across several continents and a couple of decades including, Talbot, de Normanville, and Cotal - that probably represented the pinnacle of preselector development.
De Normanville went on to manufacture electric overdrive systems - best known on these shores on '50's and early '60's Austin-Healeys. I drove a 100-4 for a while and always enjoyed using third-direct as a passing gear on the highway - then as I pulled alongside my quarry, flipping that long toggle on the dash near the steering wheel rim to instantaneously shift to 3rd OD, which closely approximated 4th gear. It WAS quick . . . and entertaining.
That's what made preselectors popular, particularly on hillclimb cars was that you could shift instantly to a higher or lower gear, without double-clutching or waiting for synchronizers to catch up. On the track, the fact that you could preselect your gear, then keep your hands on the wheel during the gear change deep in a corner. About the only downside to the preselector box was that with development proceeding in multiple directions, there was no focus to the technology, and with the conflict of patents eventually strangling mass production, it departed the automotive scene by the mid '50's.
Were the variations not quite so complex, a preselector might be a worthwhile investigation today. Given an interface with the ECU, the system could default to a "map" of gear ranges, or allow full manual control in "sport" mode. Several contemporary single and dual clutch transmissions are approximating this design already, but it might be worthwhile to re-examine some 80-year-old technology here to see what we could learn.
Last edited:
dgruis
Elio Addict
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Insert sarcasm...Thinking about the $6800 price, if Elio does NOt choose the "most expensive" option for a transmission, I will NOT buy it. Money is meant to be wasted, just ask Wall Street.
Actually...I assume personal views and opinions may be less of a concern than cost of the base transmission.
Actually...I assume personal views and opinions may be less of a concern than cost of the base transmission.
It is my understanding that there are a number of factors that made the single clutch AMT the preferred choice for Elio Motors. The advantages of the AMT are a combination of low cost, low weight, and the fact that it will have the same, or better fuel mileage, than just the manual itself.
It is my understanding that there is not really much of a cost difference between a cheap torque converter automatic and the Elio manual with the AMT addition however there is a large weight penalty which makes the inherent fuel mileage disadvantage of this type of transmission even worse.
CVT's and dual clutch automatics are simply too expensive for such an inexpensive vehicle. This is evidenced by simply reading through this thread, and any other thread where the price of the automatic option is being discussed, as there numerous complaints of the existing AMT being too expensive as compared to the base price of the vehicle. This situation would only be exacerbated if EM chose to use a more expensive transmission option.