And how does it work?

I assume it's similar to a line lock but that it works back at the transmissiom and not on the brakes.

TX

 

^ Nope, totally different.

Definition : Transbrake

 

That must be tough on the tranny.

 

In addition, Since both gears (1st and reverse) have the same ratio, but it opposite directions, the car cannot move. The transbrake can be released with a button, which releases the reverse gear which provides a powerful (to say the least) launch!

 

But in order to take full advantage of a tranny brake, you must have a modified converter with an elevated stall level. Otherwise it would be no different than standing on the brakes and matting the pedal. The engine will only accelerate up to whatever rpm the converter stall speed is. Also the transbrake is an integeral part of a modified valve body, and I doubt seriously any company is offering one for the C-5/6 series. They are readily available for the popular PG T350 T400 GM trannys, along with certain other models from Ford and Chrysler.

 

not true RPM Level 5 plus i believe, dont quote me on that, forum member Nick Yoskin has one sitting in his garrage waiting for a rainy day to be installed Rodney makes some kick butt tranny's, my Level V Mn6 with G-Force%th and ^th grats kicks ***, and the car pulls like a raped ape in 5th, much harder than before, i love it, gears are smoothe and ****fs are firm and crisp.

 

At what stall would this not really be worth it? I have a 2600.

 

Correct. RPM offer a transbrake in the 4L6xE series transmissions for the C5/C6 Corvette.

 

Unless you are heavily into drag racing, a transbrake is of no use on a street only car. And a 2600rpm stall is a baby stall - think instead of a 5000rpm plus stall.

 

Stephen, I when I saw that definiton a few months ago when I was searching!
I have one in my 97'...........now along with vacumn modulation for line pressure only............just like the good old days
It controls line pressure based on vacuum, instead of the pcm.
It bypasses the electronic pressure controls to give you quicker pressure rise and means the trans line pressure is controlled based on engine load as determined by vacuum - instead of the computer determinging what the load is. Line pressure being too high/low is a bad thing........

The EPC solenoid (force motor) has a preset of about 170-180 psi of main line pressure at WOT in the "D" position. When using the modulator it will put out about 220-235 psi at WOT in the "D" position. This can give you a much longer 3-4 clutch life. It also allows for a much faster downshift than its computer controlled couterpart.
I burned out my 3-4....with my old set-up.
As for the T-brake, doesn't hurt anything in the trans, but does create heat..........so ya don't leave it on for too long
Best to upgrade the internal tranny parts at that time anyway.......putting one in a stock tranny may cause some issues

They are harder on axles, driveshaft, rear end etc. due to the "tire shocking" factor similar to a std launch depending on whayt rpm you leave..........Best way to lower ET's is to launch as hard and fast as possible to get the lowest 60ft time.
Best way to do that is with a transbrake.
I will be getting my rpms figured out in front of my house

 

^ Steve, waiting for the pics