6R80 Transbrake, No purchase necessary
- Thread starter WHSTLR
- Start date
CPRsm
Active Member
"If you don't chew Big Red, **** YOU." Lmfao
Finally someone I agree with. LOL. People (coyote people) want a trans brake for the same reason they want "high energy clutches" in their TH400, or "carbon clutches" in their posi. It's because it sounds mystical, and it is cool to say. Not to meantion the cool factor of just letting go of a button when launching.
Would a trans brake go faster? Yea, if you have the suspension for it. But I'd be willing to bet if a car was taken as far as it could be taken footbraking vs trans braking, the difference would be like .1-.2, not to mention how much harder trans braking is on everything, especially a nearly two ton car.
This is candy land are you fn kiddin me! There are more bs posts on here from bs people than anywhere. It's easy to talk shit here and not face someone that's a fact. Just prefer vendors to show results not bs. I get all the bs I want on the bullet and porn as a bonus.
Above is a modified solenoid truth table for the 6R80, with respect to two transbrake ideas.
T1 is a conventional transbrake. It engages the necessary clutches to activate both first and reverse gears with the transmission in "D". This has been tested on a high HP turbo car with some promising results (thank you Ken).
T2 is a conventional transbrake with the intermediate clutch included. In theory this would provide additional forward holding power if required.
Again, important points with the 6R80 transbrake... The LPC solenoid needs to be addressed to get the SREG circuit primed, and getting full pressure through SSA, SSB, and SSD to their respective clutches. (My opinion here)
Over the two day holiday I spent some time at the local electronics store. I am building a test box with two multi-pin connectors so I can plug wiring harnesses into the box. The idea for its testing is not full plug and play, but just to add a level of cleanliness and simplification in the wiring. The real ticket for tie-in is finding C175T male & female connectors. Once someone uses those for tie in, it would be full plug in play with no cutting or splicing of the factory wiring harness.
Hope this helps anyone else who is thinking about or working on development...
T1 is a conventional transbrake. It engages the necessary clutches to activate both first and reverse gears with the transmission in "D". This has been tested on a high HP turbo car with some promising results (thank you Ken).
T2 is a conventional transbrake with the intermediate clutch included. In theory this would provide additional forward holding power if required.
Again, important points with the 6R80 transbrake... The LPC solenoid needs to be addressed to get the SREG circuit primed, and getting full pressure through SSA, SSB, and SSD to their respective clutches. (My opinion here)
Over the two day holiday I spent some time at the local electronics store. I am building a test box with two multi-pin connectors so I can plug wiring harnesses into the box. The idea for its testing is not full plug and play, but just to add a level of cleanliness and simplification in the wiring. The real ticket for tie-in is finding C175T male & female connectors. Once someone uses those for tie in, it would be full plug in play with no cutting or splicing of the factory wiring harness.
Hope this helps anyone else who is thinking about or working on development...
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Another thought is conventional relay logic vs solid state for longevity purposes.
A conventional relay style circuit can be fit into a box. For reduction in overall space the use of DPDT instead of SPDT relays really helps there. For reliability, solid state would be a much much better choice. I have seen conventional style relays fail more than once. You will not want one to fail in a fully electronic transbrake application like this. Eliminating the moving parts and switching over to solid state would be beneficial. The design will have to work in the temperature range seen where ever the box will be mounted.
That's all for me for now. I'll have more info sometime in the future after more testing.
A conventional relay style circuit can be fit into a box. For reduction in overall space the use of DPDT instead of SPDT relays really helps there. For reliability, solid state would be a much much better choice. I have seen conventional style relays fail more than once. You will not want one to fail in a fully electronic transbrake application like this. Eliminating the moving parts and switching over to solid state would be beneficial. The design will have to work in the temperature range seen where ever the box will be mounted.
That's all for me for now. I'll have more info sometime in the future after more testing.
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<iframe width="560" height="315" src="//www.youtube.com/embed/jIZSkj6H76c?rel=0" frameborder="0" allowfullscreen></iframe>
So why can't it just go wot. Why is it going up so slow. That was one of the things kdanner kept telling CPR.
They say it holds more power if you go up slow vs just flooring it...
CPRsm
Active Member
Because danner doesn't understand how a turbo works on a brake. They will jump up, but only so high until the converter tries to lock up. When it slows in rpm, it will load the engine. That makes it spool and build more torque. Then it will push the converter up even higher. N/A, blowers and nitrous are all on a fixed torque curve. When they hammer it and run up against a converter, that's it. No more torque to gain from there, the rpm will stay the same.
lmao exactly what I was getting at.
You couldn't tell? Their twins spooled up 3 milliseconds faster. Kdanner, trophy wife and all, for the win!
op:Me too.
But looks much different than the N/A test video. It appeared to me, they were trying to say "look, ours actually works / works better because it revs clean and quick on the brake". Then this video shows a slow climb.
That's good, though. Learning is a wonderful thing.
CPRsm
Active Member
Don't bring common sense in here. Ain't nobody got time for that lol
So both trans brakes can't go WOT? Do both brakes have to be slowly revved to the desired rpm?
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