Video 2000 WHP Gen V Viper ACR e 6 speed manual

[Nth Moto]

Let's celebrate the end of 2020 with a sick video by Chris K Anderson of Arel's superbad Nth Moto twin turbo Viper ACR-E!

This car has all the bells and whistles, and has been a best of a 3.20s 60-130mph on a 19" Toyo R888R with a 6 speed H pattern transmission and running One Ethanol R.

Keep an eye out for 2021 as there will be several fantastic builds debuting from Nth Moto from mild to wild.

And a special thanks to our entire team at Nth for an incredible year despite the circumstances, and to our wonderful customer base that allows us to live out our dream jobs every day.

[1.8t]

Love it!

[ViperGeorge]

Holy Cow Batman! That thing is sick!! It sounds like it needs a few more gears though as it blows through every gear so quickly.

[RT SERPENT]

... I think I need a smoke

[Arizona Vipers]

INSANE!!!

[J TNT]

That is Freaking Awesome !!!

[daveg]

Love it.

[Ghost410]

Dream build. Well done Aaron

[Whiskey]

Love...but how long can that trans last without sheering the teeth off?


EDIT: I say that because back in the Gen2 days Joe Dell literally ripped the teeth off 3rd gear and killed the trans. Granted it was a fully built G-Force T56 while making close to 1500rwhp.... But a TR6060 isn't *THAT* much stronger.

[outnumbered]

Aaron, that is incredible. Pardon my ignorance, but when you say "6 speed H pattern transmission" is that the stock transmission, just built?

[Hamrhead]

Aaron, that is incredible. Pardon my ignorance, but when you say "6 speed H pattern transmission" is that the stock transmission, just built?

I'm curious about this as well, but after watching that vid, if that driver is using the 3rd pedal to shift it's even more impressive!

[Arizona Vipers]

I'm curious about this as well, but after watching that vid, if that driver is using the 3rd pedal to shift it's even more impressive!

He's not using the clutch in that video, I'm curious as well!

[1.8t]

I believe it is a dogbox. See the below video:

[Ghost410]

My guess is it has a strain gauge to assist the clutchless shifting

[Steve M]

My guess is it has a strain gauge to assist the clutchless shifting

Yeah...that left leg/foot isn't moving on those dog box shifts.

[outnumbered]

So what is the real difference between this and a sequential if the clutch isn't needed?

[Steve M]

So what is the real difference between this and a sequential if the clutch isn't needed?

I guess just the movement of the shifter itself? Easier to tell which gear you are in without needing a digital readout/counter of some sort?

[Nth Moto]

Love...but how long can that trans last without sheering the teeth off?


EDIT: I say that because back in the Gen2 days Joe Dell literally ripped the teeth off 3rd gear and killed the trans. Granted it was a fully built G-Force T56 while making close to 1500rwhp.... But a TR6060 isn't *THAT* much stronger.

This is a clean sheet transmission internals design that we've undertaken with well over a year of development time into it now, as the current market offerings are on thin ice above 1600 HP or so in our opinion. There isn't a single OEM shaft or gear in this transmission, and 1/3 of the OEM TR6060 case is remade for greater bearing location retention as well.

The G Force stuff really isn't that great, although it was some of the better stuff available back when it came out. I'd put my faith in an OEM TR6060 gearset over the G force sets offered for the T56 when dealing with cars that are this heavy, and a TR6060 transmission is indeed way stronger than a T56.

Aaron, that is incredible. Pardon my ignorance, but when you say "6 speed H pattern transmission" is that the stock transmission, just built?

I guess just the movement of the shifter itself? Easier to tell which gear you are in without needing a digital readout/counter of some sort?

Internally, the gearset would look similar to a sequential transmission design being a dog tooth engagement gear system. But the shift mechanism is entirely different, which is where the term "sequential" really comes from. With a sequential you get the mechanical leverage (or air cylinder actuation) that can transition shift fork position faster than a human arm can for instance, and also do so without concern of putting the shift lever into the wrong gear position. The tradeoff for that is a transmission that has mechanical parts coming up into the passenger compartment which transmits a large amount of NVH into the cabin (the large shift lever that people see on lever actuated systems) as well as cost increases. They tend to be more of an on/off shift system, especially air shifted versions where the shift mechanism only knows to change as fast as possible regardless of driving situation, engine RPM, load, etc. That can make for a pretty abrupt driving experience in casual driving, but a blissful one at wide open throttle or full flog mode.

The reason we have put so much time and expense into developing the H pattern systems to this level is that we can achieve a large percentage of the performance (shift speed) of the sequential, while still keeping a more "normal" feel to the car inside and for the driver. Those that have opted for this system often times say they wouldn't go back to a synchronized transmission as the minor compromises are far outweighed by the benefits.

[Steve M]

Short video idea: show what it's like to drive around with the H pattern system under normal driving conditions, explaining what's different and what's the same as driving a synchronized tranny.

I'd ask for a ballpark price, but I probably don't want to know. I'm guessing at least $10k for the trans, plus you'd need a custom engine management solution that could take care of the ignition cut you'd need to do a clutchless shift.

Still, that's pretty damn awesome. If I could shift that fast, I'd have been in the 10s in my mostly stock Gen 4 a couple years ago.

[Jack B]

More questions

1. Is there a mechanical assist.

2. Does the unit require an after market pcm.

3. What gear sets are available

4. Is the clutch specific to this syatem.

This is a clean sheet transmission internals design that we've undertaken with well over a year of development time into it now, as the current market offerings are on thin ice above 1600 HP or so in our opinion. There isn't a single OEM shaft or gear in this transmission, and 1/3 of the OEM TR6060 case is remade for greater bearing location retention as well.

The G Force stuff really isn't that great, although it was some of the better stuff available back when it came out. I'd put my faith in an OEM TR6060 gearset over the G force sets offered for the T56 when dealing with cars that are this heavy, and a TR6060 transmission is indeed way stronger than a T56.





Internally, the gearset would look similar to a sequential transmission design being a dog tooth engagement gear system. But the shift mechanism is entirely different, which is where the term "sequential" really comes from. With a sequential you get the mechanical leverage (or air cylinder actuation) that can transition shift fork position faster than a human arm can for instance, and also do so without concern of putting the shift lever into the wrong gear position. The tradeoff for that is a transmission that has mechanical parts coming up into the passenger compartment which transmits a large amount of NVH into the cabin (the large shift lever that people see on lever actuated systems) as well as cost increases. They tend to be more of an on/off shift system, especially air shifted versions where the shift mechanism only knows to change as fast as possible regardless of driving situation, engine RPM, load, etc. That can make for a pretty abrupt driving experience in casual driving, but a blissful one at wide open throttle or full flog mode.

The reason we have put so much time and expense into developing the H pattern systems to this level is that we can achieve a large percentage of the performance (shift speed) of the sequential, while still keeping a more "normal" feel to the car inside and for the driver. Those that have opted for this system often times say they wouldn't go back to a synchronized transmission as the minor compromises are far outweighed by the benefits.

[Nth Moto]

More questions

1. Is there a mechanical assist.

2. Does the unit require an after market pcm.

3. What gear sets are available

4. Is the clutch specific to this syatem.

1) No.
2) No. But for shifts as fast as heard here and for clutchless shifting, yes. It will still shift faster than a synchro box while using clutched shifts without the electronics aspect.
3) Only one ratio set at this time, which is far more all encompassing than the odd ratio layout in the factory Gen V box
4) No.


Good idea on the video Steve, there is one floating around out there already that a customer made but we do need to do one ourselves. The demand for these units for in house builds is so high marketing and selling them outside our walls hasn't ever been a priority.

[outnumbered]

This is a clean sheet transmission internals design that we've undertaken with well over a year of development time into it now, as the current market offerings are on thin ice above 1600 HP or so in our opinion. There isn't a single OEM shaft or gear in this transmission, and 1/3 of the OEM TR6060 case is remade for greater bearing location retention as well.

The G Force stuff really isn't that great, although it was some of the better stuff available back when it came out. I'd put my faith in an OEM TR6060 gearset over the G force sets offered for the T56 when dealing with cars that are this heavy, and a TR6060 transmission is indeed way stronger than a T56.





Internally, the gearset would look similar to a sequential transmission design being a dog tooth engagement gear system. But the shift mechanism is entirely different, which is where the term "sequential" really comes from. With a sequential you get the mechanical leverage (or air cylinder actuation) that can transition shift fork position faster than a human arm can for instance, and also do so without concern of putting the shift lever into the wrong gear position. The tradeoff for that is a transmission that has mechanical parts coming up into the passenger compartment which transmits a large amount of NVH into the cabin (the large shift lever that people see on lever actuated systems) as well as cost increases. They tend to be more of an on/off shift system, especially air shifted versions where the shift mechanism only knows to change as fast as possible regardless of driving situation, engine RPM, load, etc. That can make for a pretty abrupt driving experience in casual driving, but a blissful one at wide open throttle or full flog mode.

The reason we have put so much time and expense into developing the H pattern systems to this level is that we can achieve a large percentage of the performance (shift speed) of the sequential, while still keeping a more "normal" feel to the car inside and for the driver. Those that have opted for this system often times say they wouldn't go back to a synchronized transmission as the minor compromises are far outweighed by the benefits.

As always, great explanation.

[Jack B]

Would it be possible to add a piggy-back (or parallel plc) method for ignition kill /control and still maintain the factory pcm

2) No. But for shifts as fast as heard here and for clutchless shifting, yes. It will still shift faster than a synchro box while using clutched shifts without the electronics aspect.

[Simms]

Amazing stuff Aaron!

[Nth Moto]

Would it be possible to add a piggy-back (or parallel plc) method for ignition kill /control and still maintain the factory pcm

Perhaps.

Amazing stuff Aaron!

Thanks Ian!