![]() ![]() When it comes to wiring up their Compu-Flow trans-brake, ATI offers these suggestions: “ATI uses the transmission case as ground, assuming most race cars use solid mounts on both engine and transmission. When the first light flashes, hit the accelerator and then, on the last yellow, let go of the brake button.” How difficult is it to hook up an electric trans-brake? If you’re leaving on the bottom bulb, Rossler recommends you concentrate on the last yellow bulb once the car is staged and the brake is engaged: “You will see the top bulb flash with your peripheral vision. When racing off the top bulb (for example, with a delay box or on a Pro tree), Rossler recommends that you concentrate on the top bulb only: “Once you see the top bulb flash let go of the brake button, and then hit the accelerator. By pushing the accelerator after you let go of the brake button you will save a lot of wear and tear on your torque converter, and make the transmission run a lot cooler.” That way, you can concentrate on driving rather than the tach. Typically, higher rpm doesn’t always equate to faster. You’ll also find that a two- or three-step rev limiter will be your friend with a setup such as this. The ET slip will tell you what speed your car likes best. Most seasoned racers will tell you to begin testing your preset launch rpm at a low rpm figure and work your way up. Wait for a split second in order to give the brake time to engage. As far as rpm is concerned, higher doesn’t necessarily mean better or faster.Īccording to the folks at Rossler Transmissions, most combinations prefer to the leave off the trans-brake at between 3,000 and 5,800 rpm. ![]() Immediately press the trans-brake button but remember to keep your foot on the brake pedal. When you’re ready to stage, move in and find your spot. Many trans-brake manufacturers actually suggest you pre-stage in 1 st gear. That’s the simplified version however, there are a few things to keep in mind. If you have the tach pegged and keep it there with the brake on, converter life isn’t exactly good. ![]() Consequently, the car leaves the line with the engine spinning at a pre-determined rpm. On a sportsman tree, as the last yellow goes out, you release the trans-brake button and the transmission solenoid releases. This allows you to sink the gas pedal into the floor after you’ve staged the car in gear. How does a trans-brake work?īasically, it’s centered around a solenoid, or electrical valve, that fools the transmission into thinking it is in both first and reverse at the same time. The electrically operated brake is the norm. While there were no clear winners at the time, you’d be hard pressed to find a CO2 brake. The pages of NHRA’s National DRAGSTER were sometimes filled with “trans-brake war” ads – manufacturers claiming their trans-brake was more consistent, more reliable, and had a quicker, faster release. When the trans-brakecame out, there were a couple of different formats: the electric internal brake and the external CO2 setup. In short, the trans-brake evened the playing field between stick and automatic racers and truly changed drag racing forever. This then-revolutionary device allowed an automatic transmission car to consistently leave the line at a reasonably high rpm and consequently be “on the converter.” It also fixed the issue we all faced with brakes that couldn’t hold a car when staging. Before the advent of the trans-brake, racers using automatic transmissions were at the mercy of the foot brakes installed in their respective cars. The stick shift guys had a big advantage, because they just had to engage the line lock (Roll Control) to leave consistently at an engine rpm where the car worked the best.
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