Ford Mustang Transmission Options VS Nissan GT-R Transmission

 

Here’s a detailed comparison of the Ford Mustang (including EcoBoost, GT, and Dark Horse) transmission options vs the Nissan GT-R’s transmission, focusing specifically on how their gearboxes differ, how they affect performance, and what that means for driving.

🚘 Ford Mustang — Transmission Options (2025+ S650-generation)

🟡 EcoBoost

• Transmission: 10-speed automatic with SelectShift (no manual option on newer EcoBoost)  
• Character: Smooth, wide-ratio gearbox with 10 gears — great for daily driving, highway cruising, and spirited acceleration.
• Best use: Everyday performance with good efficiency thanks to many gears and wide spread.

🔥 GT (5.0 V8)

• Transmission choices:
  
• 6-speed manual (Tremec MT-82 / TR-3160 in some trims)  
• 10-speed automatic SelectShift (optional)  
• Manual gearbox:
  
• Traditional stick-shift with clutch pedal — heavier and more direct feel.
• Great for purists who want engagement, but slower and less consistent than a DCT under hard acceleration.
• 10-Speed auto:
  
• Faster shifts than the manual in most conditions, great for both street and track use.
• Paddle shifters let the driver take control while keeping torque-converter smoothness.

🐎 Dark Horse

• Standard: 6-speed TREMEC manual with rev-matching and performance-oriented ratios  
• Optional: 10-speed automatic SelectShift  
• Character:
  
• Manual gives a very engaging driving sensation and precise feedback, perfect for track enthusiasts.
• The automatic, while less engaging, is quicker in acceleration times and easier to exploit in real-world fast driving.
• Performance payout: The Dark Horse with the automatic tends to deliver faster 0-60 times than with the manual because the 10-speed can shift more quickly and keep the engine in its power band.  

🚀 Nissan GT-R — 6-Speed Dual-Clutch Transmission

🔷 Dual-Clutch Transmission (DCT) — GR6

• Type: 6-speed dual-clutch automatic with paddles  
• Hand-built: The transmission is produced with a high level of craftsmanship.  
• How it works:
  
• Two clutches inside — one holds odd-numbered gears, the other holds even-numbered ones — so the next gear is pre-selected and ready instantly.
• This radically reduces shift times (about 0.15–0.20 seconds) compared to a normal automatic or manual.  
• Integration:
  
• Combined with Nissan’s rear-mounted transaxle and all-wheel-drive (ATTESA-ETS), which helps extraordinarily on traction and balance at high speeds.  
• Modes:
  
• Multiple drive modes adjust shift speed, suspension, and traction for track or road use.  

🔍 Head-to-Head Transmission Comparison

Feature	Mustang (EcoBoost / GT / Dark Horse)	Nissan GT-R
Transmission Types	6-speed manual (GT & Dark Horse), 10-spd automatic	6-speed dual-clutch automatic
Shift Speed	Manual is slow compared to DCT; 10-spd auto is quicker than manual but slower than DCT	Extremely fast DCT shifts (~0.15-0.20s)
Driver Engagement	Manual very engaging; automatic still offers paddle control	DCT routine, quick, less mechanical feel than stick
Performance Bias	Balance between daily usability and sport	Strongly performance/track-oriented
Weight & Balance	Transmission up front (engine-front, RWD)	Rear-mounted transaxle improves weight distribution
Drive Layout	RWD	AWD with variable torque split

✅ What This Means in Real Driving

🐎 Mustang

• EcoBoost: Good for everyday and highway driving with a modern 10-speed auto.
• GT manual: Classic feel, slower shifts but fun for enthusiasts.
• GT / Dark Horse automatic: Faster and easier to drive quickly than manual.
• Great torque-converter auto for mixed use — strong, versatile, and smooth.

🏁 GT-R

• Dual-clutch: Provides supercar-like shift speed and consistency — ideal for performance driving and acceleration runs.
• All-wheel drive + DCT: Trumps the Mustang in traction and acceleration from a stop or out of corners.
• Less forgiving and engaging than a stick, but unrivaled in shift speed and performance application overall.

🧠 Summary

• Dark Horse vs GT-R:
  
• Dark Horse can be had with an engaging manual or a powerful 10-speed automatic, blending muscle-car fun with performance.  
• GT-R’s 6-speed dual-clutch is conventionally quicker and more performance-focused, especially when paired with AWD and its advanced torque distribution.  
• Manual vs DCT:
  
• Manual (Mustang) offers traditional engagement but can’t match the DCT’s rapid automated shifts in repeated hard acceleration.
• DCT (GT-R) is optimized for performance and consistency, especially on track or during acceleration runs.

ENDLESS RACINGMONO6RALLY REAR INCH UP SYSTEM INCH UP KIT FRONT REAR SET FOR AUDI RS3 (8V) SPORTBACK FAZOXRS38VSB

 

ENDLESS RACINGMONO6RALLY REAR INCH UP SYSTEM INCH UP KIT FRONT REAR SET FOR AUDI RS3 (8V) SPORTBACK FAZOXRS38VSB

Here’s what is known about ENDLESS Racing MONO6/MONO6 Rally inch-up brake kits generally — and how to interpret this part if you’re shopping or considering ordering it:

🔧 What an ENDLESS “Racing MONO6 Rally Inch-Up Kit” Is

ENDLESS is a high-end Japanese maker of performance brake systems and motorsport hardware. The “Racing MONO6 Rally” series refers to:

• Forged monoblock 6-piston caliper design, optimized for strength and heat resistance in competitive driving
• Upgraded larger brake rotors (“inch-up”) compared with stock Audi brakes for better heat capacity and leverage
• Designed to improve brake performance, fade resistance, and pedal feel on track or spirited street driving  

“Inch-up” refers to fitting larger diameter rotors than stock for greater braking torque and stability under load.

🛞 Typical Contents of an ENDLESS racing inch-up kit

While not the exact RS3 kit SKU, similar Endless kits include:

• Front racing calipers (6-piston)
• Rear racing calipers (6-piston or Rally variant)
• Large diameter 2-piece rotors
• Brake pads (performance compound)
• Caliper mounting brackets and stainless brake lines
• Instruction sheet/manual (usually in Japanese)  

Each kit is tailored to the vehicle’s hub spacing and wheel fitment, and often different for Audi S3 vs RS3 vs TT vs TTRS. Audi S3 (8V) kits are commonly seen; RS3-specific kits may exist through special order channels.

📦 Compatibility Notes

• ENDLESS does make Audi RS3 replacement discs — for RS3 8V fronts with 370×34 mm 2-piece rotors sold as performance discs — though not full brake kit under that exact name on official sources.  

🧠 Important Fitment Considerations

• Larger brake kits may require specific wheel clearances (often 18″+ wheels and offsets that clear 6-pot calipers).
• Some kits use adapter brackets for rear inch-up rotors rather than replacing rear calipers entirely.
• Always verify fitment with your wheel size and tire choice before ordering.

ENDLESS RACINGMONO6RALLY REAR INCH UP SYSTEM INCH UP KIT FRONT REAR SET FOR AUDI RS3 (8V) SPORTBACK FAZOXRS38VSB

Why Honda VTEC is special VS others?

 

Honda VTEC (Variable Valve Timing and Lift Electronic Control) is a mechanical + hydraulic system that lets one engine behave like two:

• Efficient & smooth at low RPM
• Powerful & aggressive at high RPM

Below is a clear, technical explanation—no fluff.

1️⃣ The Core Idea (Simple First)

Normally, an engine has one camshaft profile:

• Mild cam → good fuel economy, low-end torque
• Aggressive cam → high RPM power, rough idle

👉 VTEC uses multiple cam profiles and switches between them depending on engine speed and load.

2️⃣ Key Components

🔹 Camshaft (3-lobe design per valve pair)

For each intake (and often exhaust) valve set:

• 2 low-lift cams (outer lobes)
• 1 high-lift cam (center lobe – the “VTEC cam”)

🔹 Rocker Arms

• One rocker per cam lobe
• Normally separated at low RPM

🔹 VTEC Solenoid

• Controlled by the ECU
• Opens oil passage when VTEC activates

🔹 Locking Pins (hydraulic)

• Oil pressure pushes pins to lock rocker arms together

3️⃣ How VTEC Works (Step by Step)

🟢 Low RPM (VTEC OFF)

• Oil pressure NOT sent to locking pins
• Rockers follow small cam lobes
• Result:
  
• Smooth idle
• Good fuel economy
• Strong low-end drivability

📉 Low lift + short duration

🔴 High RPM (VTEC ON)

Triggered when:

• RPM threshold reached (e.g. 5,400–6,000 rpm)
• Throttle position
• Oil pressure & engine temp OK

What happens:

1. ECU activates VTEC solenoid
2. Oil pressure pushes locking pins
3. Rockers lock together
4. Valves now follow the big center cam

📈 High lift + long duration

Result:

• More air enters the engine
• Higher RPM breathing
• Sudden surge of power (“VTEC kick”)

4️⃣ Why VTEC Makes More Power

At high RPM:

• Engine needs more air, faster
• Big cam opens valves:
  
• Higher
• Longer
• Improves:
  
• Volumetric efficiency
• Horsepower at high RPM

This is why Honda NA engines rev so high.

5️⃣ Different Types of VTEC (Important)

🔹 DOHC VTEC (Performance)

• Found in B-series, K20A Type R, F20C
• VTEC on intake & exhaust
• Big power jump

🔹 SOHC VTEC

• Usually VTEC only on intake
• Less aggressive
• Focused on efficiency + mild power

🔹 VTEC-E (Economy)

• One intake valve closes early
• Ultra-lean burn
• Minimal performance gain

6️⃣ i-VTEC (Modern Evolution)

Used in K-series, L-series engines.

Combines:

• Traditional VTEC (lift/duration)
• VTC (Variable Timing Control)

🧠 Cam timing is continuously adjusted, not just ON/OFF.

Benefits:

• Better torque everywhere
• Lower emissions
• Smoother power curve

7️⃣ Why Honda VTEC Is Special vs Others

System	What Changes	Feel
Honda VTEC	Lift + duration	Explosive top-end
BMW VANOS	Timing only	Smooth torque
Toyota VVT-i	Timing only	Linear power
Audi Valvelift	Lift (limited)	Less dramatic

Honda prioritized high-RPM NA performance, not just drivability.

8️⃣ Real-World Example (B18C Type R)

• VTEC engages ~5,800 rpm
• Redline ~8,400 rpm
• Small cams = street-friendly
• Big cam = race engine behavior

That’s why old Hondas feel tame… then insane. It will bring you there, a real VTEC kick to excite.