A revolution in transmission technology?

For some people, problems present impediments to progress. For people like Gary Lee, they present a road map to innovation.

About two decades ago, a friend gave Lee a non-working snowmobile, knowing he could figure out how to get it running again. Lee said that machine started him on the path to developing what he calls the "universal transmission," a technologically advanced design his company claims can replace the transmissions currently used in most vehicle engines.

Lee is the founder and chief technical officer of VMT Technologies LLC, a development and licensing company based in Provo.

At a news conference Wednesday at the Novell Technology Center, VMT announced the company had completed work on a computer-aided design prototype for a transmission that it said would improve vehicle gas mileage by at least 30 percent and allow for the production of better-performing sport-utility vehicles and large trucks.

"Our universal transmission will provide hybrid economy with NASCAR performance," Dick Wilson, VMT chief executive officer, told the audience at the conference center.

Lee said his invention is an "infinitely variable transmission with an engaged neutral" — a transmission that employs a metal chain instead of a rubber belt in its design, eliminating the need for a clutch and reducing engine heat caused by excessive friction. In addition, the transmission design will allow electric and hybrid vehicles to use smaller battery configurations, thereby increasing efficiency and providing for greater ease of operation.

In his presentation, Lee said the new design will allow vehicles to have much greater torque, or engine power and acceleration, because its metal gears will remain engaged, giving drivers maximum performance.

The privately held company is looking for original equipment manufacturers to develop working prototypes of the patented universal transmission design. Once a licensing agreement is reached, Lee estimated that it would take six to 12 months to build a model and about two years before the design could be put into automobiles, trucks, tractors, farm equipment and other suitable applications.

When asked if the design could be retrofitted into existing vehicles, Lee said the initial expense would likely make doing so too costly for most vehicles, with the exception of semitrailers. He noted that the long-term fuel-cost savings could make installation in existing long-haul "big rigs" potentially a viable option.