http://www.torquenews.com/106/camaro...er-porsche-911

 

If it's a slush box with clutches and sprags and planeteries, I can see how it can shift faster.

The PDK is a true twin clutch box with a gearset. Those can only shift so fast and be reliable in a street car.

 

meh... at a certain point it stops to matter...

 

To me the fact it is a 10 speed is more remarkable. Like....how much gear "leverage"
do you really need with a 650 ft/lbs rated motor. It is that much closer to a CVT but appears to be able to handle allot of torque.

I want to test drive one...... I bet it is impressive.

 

What about downshifts? For track cars smooth downshifts are more important than a .0003 sec quicker upshift

 

The Future is now. No use fighting progress. 10 speeds, perfect gearing for max power to the wheels always.

 

For that much power Chevy needs to bring back the 2-speed powerglide.

 

It's not really so much about better gearing in the middle. It supposedly has a very short 1st gear, 2nd gear is more of a "normal" first gear ratio, and 7-10 are all overdrive/freeway gears. So on a track, you'll likely be using 3-7.

The 10 sped is also more about efficiency than speed.

 

Yes that is what I would expect. Again...being "closer" to what a CVT can provide through a constantly variable ratio you keep the powerplant in it's optimal (most efficient) working condition. Make a graph and plot a 10 point line and it provides you much greater resolution.
Heck we can now afford to have less slip in torque converters and a "granny" first gear to get out of the hole.

 

The six speed in my truck almost always has the converter lock already. On the streets, it locks a few mph after it shifts third, and on the freeway it's always locked, even when towing. I could see the 10 speed bbasically constantly have the converter locked. Like the 8 speed in the Lexus IS-F, the converter is locked pretty much as soon as you're rolling.

 

Naw bro, need those 8 millisecond upshifts.