What Is a Sequential Transmission and How Does It Work?

by Gabrielle DeSantis

With how fast modern automatic transmissions are, it’s little wonder that fewer cars require mastering the three-pedal dance. But the manual transmission is still the gearbox of choice for many enthusiasts. And although F1 no longer uses it, some racing series stick with the stick-shift. However, even these race cars don’t always have ‘conventional’ manuals. Instead, they often feature sequential transmissions.

How does a sequential transmission work?

Cutaway 1940s GM manual transmission | J. B. Spector/Museum of Science and Industry, Chicago/Getty Images

On a very basic level, a sequential transmission works the same way as a ‘regular’ manual gearbox. By pulling and pushing a shifter, the driver changes how the gears on the transmission’s input shaft interact with the gears on the output shaft. That way, power goes from the engine to the differential and the drive wheels.

However, there are several significant differences between a sequential manual transmission and a ‘regular’ one. Externally, the most obvious is that sequential shifters don’t move through an H-pattern. Instead, they only move forwards and backward, something co-opted by automatics that offer manual modes. Also, as in F1, racers really only use the clutch to start off, rather than during shifting, CarThrottle says.

These external differences stem from what makes sequential transmissions different internally. Firstly, instead of synchromesh rings, sequential gearboxes have dog clutches, aka ‘dog gears,’ MotorTrend explains. At least, automotive ones do, but more on that later. Secondly, conventional manuals swap gears using multiple selector forks controlled by the shifter. But a sequential shifter doesn’t move these forks directly. Instead, it rotates the grooved cylinder, sometimes called a ‘selector shaft’ or ‘selector drum,’ that the forks are attached to.

That shaft and those dog gears shape how sequential transmissions shift. To start, the driver pushes down the clutch pedal and pulls/pushes the shifter to engage first. But after that, they rarely use the clutch pedal. Instead, they simply pull or push the shifter, a bit like someone ‘slip shifting’ a manual. This rotates the selector shaft, thus moving the selector forks and shifting into the next gear. There’s no need to pull on any paddles or move through any gates. Just ease off the throttle, yank the shifter, and go.

Are sequential transmissions faster than manual or dual-clutch transmissions?

Dual-clutch transmissions are a common sight on many performance cars and their racing equivalents. That’s because they offer smooth, lightning-fast shifts, especially at high speeds. However, a sequential transmission is even faster than a DCT, Road & Track says. And it’s definitely faster than even a professional-shifted manual.

That extra speed comes from several advantages sequential gearboxes have over DCTs. For one, they’re significantly lighter and often more compact. Secondly, they have fewer gear shafts, meaning the engine has less mass to spin and is, therefore, more responsive. Also, dog gears sap less power than synchromesh ones.

Because of these benefits, sequential transmissions are still commonly used in racing. NASCAR’s Next Gen racer, for example, has one. Rally cars use them, too. Plus, every manual-shifting motorcycle has a sequential gearbox.

But if they have so many advantages over DCTs, why don’t more street-legal cars offer them?

A Quaife QBE9D Alfa Romeo sequential transmission conversion kit
Quaife QBE9D Alfa Romeo sequential transmission conversion kit | Quaife

It’s worth noting that automakers occasionally offered sequential transmissions in their street-going cars. The Toyota MR2 Spyder, for example, had one, Car and Driver reports. But despite its name, the ‘Sequential Manual Gearbox’ in the E46 M3 was an automated manual, not a true sequential.

Regardless, it is possible to swap a sequential gearbox into a street-legal car. Several aftermarket companies offer conversion kits and/or ready-built units. Noted Alfa Romeo restoration shop Alfaholics even offers one for its builds.

However, there are several crucial reasons why road cars don’t use sequential transmissions. For one, dog gears are nowhere near as smooth as synchromesh ones because they slam together rather than smoothly mesh. Remember how earlier we said sequentials are faster than DCTs? That’s because drivers have to shift quickly to minimize gear wear, MT explains. And even if they do, these gears engage more abruptly and with significantly more noise. That’s the crucial difference with motorcycle transmissions: they have synchros, not dog gears.

Also, even though they’re thicker and stronger than conventional gears, dog gears still wear out significantly faster. A racing sequential transmission needs a rebuild after just a few thousand miles, R&T says. Ironically, stop-and-go traffic conditions cause even more wear on these gearboxes, MT reports. Plus, speaking of traffic, sequential transmissions can’t skip gears like conventional manuals.

So, yes, for race cars, sequential transmissions offer notable performance benefits. But if you want to row through the gears in your road car, the manual is still the way to go.

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RELATED: Is an Automatic-to-Manual Transmission Swap Really Worth the Effort?

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The 2006 Cadillac CTS-V With a Six-Speed Manual Transmission Is a Bonafide Bargain Beast

by Gabrielle DeSantis

What do you get when you combine a Corvette with a Cadillac? You get a first-generation Cadillac CTS-V. Of course, the later generations were more powerful and agile, however, they are also more expensive. But if you want a bonafide beastly sedan that can currently be found for a bargain, then look no further than a 2005 Cadillac CTS-V.

The “four-door Z06”

First-generation Cadillac CTS-V | Wikimedia Commons

The first generation of the Cadillac CTS-V was in production from 2004 to 2007. It was a performance version of the CTS sedan which, according to Autotrader, hasn’t aged particularly well. However, the CTS-V has aged much better thanks to its more aggressive styling cues and potent powertrain.

Speaking of the powertrain, the 2004 to 2005 CTS-V was powered by a 5.7-liter V8 engine that produced 400 hp and 395 lb-ft of torque, which was very impressive at the time. Especially considering it was a luxury sedan. What’s even better is that the massive V8 engine was mated to a Tremec T-56 six-speed manual transmission. In case that setup sounds familiar, it’s the same one found in the C5 Corvette Z06 at the time. No wonder the CTS-V was eventually dubbed the “four-door Z06.”

The 2006 and later model is the better buy

If you ever find yourself looking at the classifieds for a first-generation Cadillac CTS-V, then Autoguide suggests avoiding the first two model years. That powerful 5.7-liter V8 was upgraded to a 6.0-liter LS2 engine the produced the same power but had a wider powerband. The car’s rear end was upgraded as well to better handle the power being sent to the rear wheels, however, it was still an Achilles Heel for the car.

Autoguide also noted that despite the upgraded rear end, all of that power was still too much for the differential. As such, many first-generation CTS-Vs suffer from severe wheel hop and subsequently ruin the rear ends. However, retrofitting the 2008 model’s rear end or even a stronger aftermarket one is possible and maybe even necessary if you plan on any spirited driving or track events.

Try finding a Cadillac CTS-V with lower mileage

A General Motors worker assembles a new Cadillac on the assembly line at the GM Lansing Grand River Plant.
A General Motors worker assembles a new Cadillac on the assembly line at the GM Lansing Grand River Plant. | Photo by Bill Pugliano/Getty Images)

While on the hunt for a first-generation Cadillac CTS-V, try finding one with lower mileage. While that might sound like a no-brainer, the main point is that it’s hard not to drive a CTS-V hard when you’re behind the wheel. Considering it can get from 0 to 60 mph in less than five seconds, according to GM Authority, you’ll likely be launching it hard from stoplights and on freeway entrances, so reliability is key.

You can currently find 2005 to 2007 Cadillac CTS-V models priced anywhere from $12,000 to $20,000 nationwide depending on the car’s location and mileage. While that vintage of Cadillac might seem old nowadays, consider that you’re getting a stylish and comfortable luxury sedan that can get you on the freeway as quickly as a Corvette and for the price of a Honda Civic. Now that’s one bargain beast!

RELATED: The Cadillac CT4-V and CT5-V Blackwing Are Bringing Back the Stick

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Do Camper Vans Have a Bathroom?

by Gabrielle DeSantis

Finding places to camp out can get difficult with huge RVs or motorhomes. Due to their size, you have to search to find an area to maneuver your large camper in. However, camper vans don’t have that problem. They’re smaller than most motorhomes. You can park in big parking lots and other designated public spaces for free as well. 

Some camper vans come with bathrooms installed. The Fleetwood RV Irok Lounge has a facility included in their blueprints, which is 21 feet in length. There’s also the Nugget Plus High Roof, which is a little over 17 feet in length. According to RVing Know How some models will have a toilet while others have a shower and toilet combo. Is it worth having a bathroom in your camper, though?

The camper van life and using the facilities

Camper van | Getty Images

A camper van is a great way to go on an extended trip without hauling a huge RV or heavy trailer behind you. Instead, you take a van that’s set up as a camper on the inside. You can pull over in a safe spot along the way and camp out for the night. You can easily head out again the next morning if you want to. Some celebs live out of their camper vans. 

Since this type of camper is much smaller than what you often see in campgrounds, there isn’t as much room for all the items you would love to have for a camping trip. A bathroom is one of them. You don’t often see them in these kinds of vans, but it’s not like it can’t be done. There are a few different options for those wanting to use the facilities while they’re on the road. 

Using a wet bathroom

A wet bathroom is an all-in-one unit. The shower, toilet, and sink are contained in one small space made with waterproof materials. Every time you take a shower, everything in that room gets wet. According to The Wanderful, This is the most popular option.

People choose it because they get privacy while they use the facility, and it helps them avoid having to drive around looking for a gas station or restaurant to use the bathroom. It’s also easy to use and can be set up or accessed at a moment’s notice. 

The biggest drawback with this option is that it can take up quite a bit of space in the van. You also have to be careful with the materials you use to decorate it. A tiled wall can look really nice, but it could add an extra 100 lbs to the vehicle’s weight. 

Installing a hidden bathroom to save space in the van camper

This option is for vans that need to save some space on the inside. Instead of a room containing everything, you can install a hidden cupboard, drawers, or trap doors that open up and let a shower or toilet out. 

This area can save quite a bit of space in the interior, and it keeps the facilities out of sight for when you have a friend or two stop and visit. Oftentimes, people won’t even notice that you have a bathroom in the van until you show them. 

However, it’s not without its drawbacks as well. With a hidden bathroom, you won’t have as much privacy as you would with a dedicated room. It also requires you to set it up each time you want to use it. While that may not bother you, some people dislike it for that reason. 

Going with no bathroom in the camper van

This can be a great option if you want to save some money or put it to other uses instead. You can add more storage cupboards or closets in place of a bathroom. 

The problem with this option is that you need to rely on other avenues to get a shower or to use the toilet. That means that your trips will have to be planned to find places with a bathroom to use. 

Having a bathroom in a camper van is a good option for those who value convenience and are willing to take on the cost of installing one. If you’re bothered by smells or don’t want to give up needed space, you might want to pass on the idea of a facility and use the money for something else. 

RELATED: Here’s What You Need To Know About Making a DIY Camper Van

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Is Toyota Against Electric Vehicles?

by Gabrielle DeSantis

More automakers are pushing for an all-electric future. Mercedes and Jaguar are committed to an electric vehicle lineup by 2025, and Ford and Chevy are duking it out in the electric truck segment. But Toyota has only just teased their bZ4x concept, a slow start to the electric car game. But recent acts in congress make the company seem anti-green, a surprising move from a company that was once a frontrunner for clean energy.

The Toyota logo is seen at the Washington Auto Show at the Walter E. Washington Convention Center in Washington on February 2, 2013. The show runs February 1-10. AFP PHOTO/Nicholas KAMM (Photo credit should read NICHOLAS KAMM/AFP via Getty Images)

Toyota pushes Congress to slow the electric vehicle shift

Electric vehicle tax credits are used to incentivize electric cars. And Biden’s EV plans focus on making them affordable for the consumer, as well as finding ways to recycle batteries. These are all excellent steps in the right direction. But according to The New York Times, a Toyota executive discussed stepping on the brakes a bit.

Chris Reynolds, an executive responsible for handling government affairs, presented the argument that, while not opposed to an all-electric future, 98% of cars sold today are powered by gasoline in some capacity. Therefore, the government should focus on hybrids and hydrogen fuel cell vehicles over electric.

While certainly a fair point, as hybrids produce fewer emissions than gas-powered cars, the subtext of their argument is clear: they’re not ready to make the switch. Toyota relies on hybrids, and a rapid switch to all-electric cars could devastate the brand.

This isn’t the first time Toyota has pushed against climate-based regulations. In 2019, Toyota backed the Trump administration as they fought against California’s stricter emissions restrictions. And they’ve vocalized against fuel consumption regulations in Mexico according to Reuters. So Toyota’s stance on electric cars is a bit convoluted, saying they support the transition, but not the 10 to 20-year timeframe.

Toyota’s fall from clean car grace

First Generation Toyota Prius
First Generation Toyota Prius | Toyota

Toyota supported fuel-sipping green cars earlier than most automakers, despite the actions they’re taking today. They introduced the first-generation Toyota Prius in 1997, just one year after the infamous EV1. But unlike GM’s electric car, the Prius would become a mass-produced and highly successful hybrid.

And in the early 2010s, the automaker partnered with Tesla to create a somewhat disappointing electric Rav4. Granted, it served as a “compliance car,” only sold in California to meet their emissions standards. But they’ve laid the groundwork for electric vehicles before, so why not now?

But most of all, Toyota has banked on hydrogen fuel cell technology in recent years. The Toyota Mirai released back in 2014 was the first mass-produced hydrogen fuel cell car, and just received its second generation. But the downside is that it’s only available in California since there isn’t really a hydrogen network anywhere else in the country.

When will Toyota release an electric car?

Toyota-bZ4X electric car
Toyota-bZ4X | Toyota

In short, it seems Toyota bet on the wrong horse in terms of renewable energy, with fuel cell infrastructures being nonexistent in the states. But the all-electric bZX4 is on its way, set to hit showrooms in 2022. And other models will be added to their BZ (beyond zero) lineup by 2025. But there’s no denying they’re off to a slow start.

RELATED: 5 Automakers With the Worst Electric Vehicle Programs

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