![]() If and when you do go the trans-brake way, the transmission in your car has to be beefed up enough to be able to take the abuse the trans-brake will be dishing out to it. ![]() A trans-brake takes the pressure off the braking system and puts it on the transmission, the latter being far more expensive than the brakes. He wants the trophy and the win, especially as he drives the coolest cars meant for drag-racing. It’s a perfect advantage, admittedly that costs money, for the serious drag racer who wants more than just the thrills at the track. It may be the difference of a split second, but a trans-brake gives you that edge over the competition, and ultimately if you are racing, this is what will help you to win. The moment the trans-brake is disengaged, all the power and torque instantly goes to the rear wheels with no lag at all, and this shoots the car into the perfect racing start. Till the trans-brake is engaged, the car is trying to go forward and backward at the same time with equal force, and these opposing forces hold it stationary. When the button of the trans-brake is released, the engine is spinning at max RPM and there is max torque on the torque converter as well as the transmission. This is how racers make a car “dance” during the start of a race, readying it to go at the drop of a hat, or should we say flag. The book covers virtually all configurations of. This book provides a comprehensive reference for anyone wanting to study the way in which modern vehicle engines work, and why they are designed as they are. Example: If your max Torque is at 3300 RPM use 3300 for the RPM. This lets you rev the engine and get it spinning to its full throttle, and also load up on the torque while holding the car stationary. To find the ideal gear ratio for cruising use your RPM at peak Torque. This makes the automatic transmission think that the car is both in drive and reverses at the same time, creating the perfect confusion. The shifter is placed in the gear before the trans-brake is engaged. The trans-brake is installed in the valve body of an automatic transmission and its basically a solenoid, an electric circuit that controls the flow of the hydraulic fluid, as well as the position of the other valves. The trans-brake basically gives you the best launch for your car, perfect for full RPM at the start of a race, epitomizing what raring-to-go means. You can up your chance of wining by having the ability to change gear ratios.The trans-brake or transmission brake is a system that lets the driver spin the wheels and rev up the engine to full power, holding the car stationary without stressing the brakes, and letting it go full-speed when in need. This is made to Mark Williams’ specs by Torco (the highly respected lubricant manufacturer that’s been in business since 1950) and has proven to work great under the most rigorous racing conditions. As a final touch, M-W includes a specially formulated gear lube with each Thirdmember. Multiply that by the available gear ratios and there’s quite a selection. There are a dozen or so different combinations of carriers and spools (or Posi units). Mark Williams Enterprises endeavors to make things easier for racers by offering compete ready-to-use thirdmembers that have been set up by experienced technicians. And how does that relate to your engine’s power curve? There are many important questions that can be answered by the M-W calculator. When you’re in high gear (assuming it is 1:1) approaching the lights the lower gear will obviously be eating up more RPM. Will the track hold it? Can it take more? Change the rear end gears to a 4.29 and the torque ramps up to3,903 ft. ![]() ![]() For example, a 1.82 low gear Powerglide mated to a 4:11 rear end would multiply the base torque to 3,740 ft. Depending on the setup and weather you are racing in, when drag racing your transmission fluid temperature can quickly reach 180-200 degrees or more. ![]() Once the lights drop and you start your pass, you will be at full throttle which will very quickly heat up your fluid. At the hit, you’ve got a transmission gear as a multiplier and also the ring & pinion. If your car has a transmission brake or 2-step, this will further heat the fluid. Let’s take a hypothetical engine with 500 ft. With this info in hand along with the tire size being used and the speed you are looking to run, MW can pinpoint the gear ratio.Īs the rear end gear is a multiplier of torque relative to what’s delivered to the rear wheels, some interesting calculations can come into play. If the RPM is too high and goes past peak power, acceleration will drop off so knowing your peak horsepower and the RPM where it happens is critical. Ideally you want your engine RPM at the finish line to be somewhere close to the point of peak power. Probably the most important of the three variables required to calculate the gear ratio is engine RPM. Although gear ratios will vary with each application and the altitude of the race track, the key to optimizing the ring and pinion ratio is knowing what your engine is capable of. ![]()
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