circlepilot
Well-Known Member
Where can one go to get information (an education) on "everything you need to know" about Transbrake operation, installation, etc.? An "old school inquiring mind" wants to know.
Norm
Norm
Transbrake operation
- Thread starter circlepilot
- Start date
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Most transmission companies that make TF transbrakes probably have some R&D invested in there valve bodies and probably not going to spill the beans ....but then again i could be wrong...you could buy one and disassemble it to see what going on.....And Instructions generally come with the valvebody, in fact you can usually go to their website and down load the instructions for various brakes ....
T56MaxTorq
Well-Known Member
Are you wanting to make your own transbrake system?
circlepilot
Well-Known Member
No, but I'm very interested as to their operation, the pros and cons vs a (4 speed ) staging lock system. I've made the decision to hot rod my Super 225/ A904 65 Barracuda. I have everything I need to do what I want, but I'm still undecided about the transmission selection. If I keep the 904, I figure I can put a good rebuild kit in it and transbrake system. I have a complete A833 installation...which I would use a staging lock. My intension is to do some racing at one of our local strips and some "evening fun" on the street. The 225 and 904 are already in the car...the 833 would be a total conversion, but something I haven't got a problem with. I also have another 65 with a good 273 (180hp) 3 speed manual, but the slant would be (IMHO) a sleeper. I have acquired for the slant, an Offenhauser intake, Holley 390CFM DP, Clifford long tube headers, 8 3/4 3:91 with a Lock Right spool, etc. and I have researched the internal essentials needed for the 225. This "long winded" bit of information can be summed up with two questions. #1 Is a transbrake system, overkill for the slant and has anyone done this already? #2 Is the 833 and staging lock a better choice? I did a lot of street racing "back in the day" and I've "got the bug" to do it again before I get too old. I'm only 71.
Norm
Duane
Well-Known Member
I would think your shifts would be more consistent with an automatic. IMHO the best trans brakes have a billet machined bottom half with custom machined fluid paths. Remember this. The shortest distance between two points is a straight line. Custom billet bodies usually have shorter and more generously sized fluid paths.No, but I'm very interested as to their operation, the pros and cons vs a (4 speed ) staging lock system. I've made the decision to hot rod my Super 225/ A904 65 Barracuda. I have everything I need to do what I want, but I'm still undecided about the transmission selection. If I keep the 904, I figure I can put a good rebuild kit in it and transbrake system. I have a complete A833 installation...which I would use a staging lock. My intension is to do some racing at one of our local strips and some "evening fun" on the street. The 225 and 904 are already in the car...the 833 would be a total conversion, but something I haven't got a problem with. I also have another 65 with a good 273 (180hp) 3 speed manual, but the slant would be (IMHO) a sleeper. I have acquired for the slant, an Offenhauser intake, Holley 390CFM DP, Clifford long tube headers, 8 3/4 3:91 with a Lock Right spool, etc. and I have researched the internal essentials needed for the 225. This "long winded" bit of information can be summed up with two questions. #1 Is a transbrake system, overkill for the slant and has anyone done this already? #2 Is the 833 and staging lock a better choice? I did a lot of street racing "back in the day" and I've "got the bug" to do it again before I get too old. I'm only 71.
Norm
Some of this has to do with speed of the shifts, speed of transbrake release. Like John Cope once told me, if you modify a stock valve body, you are stuck with what Chrysler gave you, if you use a custom billet bottom half you can make the paths more ideal to the goal.
Charrlie_S
Well-Known Member
Biggest problem with a 4 speed behind a slant six, is getting a clutch to work/live. Personal opinion is a transbrake is overkill in a street/strip slant six. I think I replied in a different thread about A&A Transmission being able to build a transbrake valve body for a cable shift 904 (65 or older).
circlepilot
Well-Known Member
That, is the type of information I've been wanting to hear. Exactly! Is going with a transbrake overkill? I agree on the 4 speed and clutch issue also. I like the automatic, but I'm turned off by what we used to call in the past "power braking," with a disappointing launch. To be honest, a transbrake is new to me; an application I've recently payed attention to, thanks to TV and a friend of mine who races. I have been impressed with how they perform. I have no desire to build a "Pro-Mod," but I've had /6s in the past and always want to turn one into a performer. Over the past 4 years, I have been accumulating stuff to do just that. I have also been accumulating items to hot rod my other 65 Barracuda. (273 3/spd.) My /6 Barracuda is...was...a driver when I got it. (now disassembled for restoration) I don't want to split the engine and car up, but I have no issue about modifying (N2O included)the hell out of it. I'll get to the 273 car eventually. What drive train did you incorporate into your 66 Valiant 225 nitrous car?
Charrlie_S
Well-Known Member
Engine is either a 170 or a 225 (have both) This car has a 904 with a 9 1/2 inch edge converter that was built with the small pilot and large splines (my 66 Cuda had the same but was a pushbutton 904) Non transbrake reverse manual valve body. 8 3/4 rear with 3.91 SG. I do not even use a linelock, strickly footbrake. My 66 Valiant will 60 ft at 1.76 sec. and has run a best of 12.4 with the 225, and 12.8 with the 170, at a car weight of 2700lbs. My 66 Cuda ran a best of 12.9 with the 170 at 3250 weight. Cuda used 8x23x13 slicks, and the Valiant uses 7x26x15 slicks.
PS: The converter stalls at 3200 with the 170, and 4,000 with the 225
Old video of both my cars here
Valiant at time 17.26 no nitrous, only motor.
Barracuda at time 19.55 and 21.12
circlepilot
Well-Known Member
That's what I'm talking about! Impressive! As I get further along on this build, I hope to be able to pick your brain a little for some advice.
Norm
Norm
Charrlie_S
Well-Known Member
Now this is impressive. Will uses a transbrake
Duane
Well-Known Member
I would say that your decision on whether or not to use a transbrake should be decided on how serious you intend to hot rod that /six and what class you intend to race in. In certain classes you have not a chance to win without a brake and a delay box. That's why the classes are separated.
circlepilot
Well-Known Member
Whoa! That is impressive!
circlepilot
Well-Known Member
Duane
Well-Known Member
Looks like a ratchet shifter,.
Charrlie_S
Well-Known Member
Yes, ratchet shifter on a auto trans. I can't say for sure, but I think he is using a 904, not a 727. That is Terry Littlejohn, he is a member over on slantsix.org
Here is another video of his car.
Here is another video of his car.
Charrlie_S
Well-Known Member
Here is a video of a slant six with a 5speed stick. Starts at .24sec
circlepilot
Well-Known Member
That is one awesome car!...I guess the answer is, "however you chose to set up your ride, you need to know what you are doing and do it right." Sort of what Duane said.
Norm
Charrlie_S
Well-Known Member
There are many options. You need to decide what you want from your car, and how much time and money is available. Remember speed cost money, How fast do you want to spend? Myself, I am totally low budget. I take pride in seeing how fast I can go on the least amount of money. My 66 Valiant hit the track for about $1500 (including buying the car) and ran high 13's first weekend out. Got it into the 12's with about a total of $2500-$3000 into it. This past season I spent too much, as I did break a couple of motors.
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