Transmission shifting over 8500 rpms

[Tensecs2fame]

I know this is a problem our cars, especially on larger framed turbo builds. What if we were able to attach a magnetic particle brake to the transmission's exterior input shaft? It could be controlled via AEM to only work when the clutch is in

Heres where I'm thinking

Heres a video of the brake in action



EDIT: Ignore the time it takes for the brake to release, I'm sure theres alternatives out there

[RealMcCoy]

Explain your thinking, and how you see it being a benefit.... I'm not seeing it.

[Tensecs2fame]

Well the idea is to slow down the input shaft so the synchros can shift instead of just grinding. So to counteract the grinding, we can use a brake to slow down the input shaft between shifts

[slippy09]

We'll to get that. You will create more issues so when you release the clutch you have two components spinning at differnt speed ie crank vs input. I can see very bad wear with bearing Why not use dog tooth engagement

[Tensecs2fame]

Dogtooth engagement is only for 6 speeds and costs 5k before labor. Also it might be possible to gauge rpms on the transmission itself since the input shaft only spins the same speed as the crank. I would have to figure out a way to monitor that. If having accurate rpms on the input shaft were possible, we would be able to have aem turn off the brake at specific rpms so when you shift the transmission will already be rev matched

[RealMcCoy]

You're talking about changing the speed of a pretty massive amount of steel that's turning 8000+ rpm, in a small fraction of a second between when you disengage one gear, and engage the next. If it even thinks about engaging the brake while the previous gear is still locked in, you'll only be creating a clean up effort for the track crew...

I'm just not seeing it happening without very sophisticated electronics, a custom end case, and a brake much larger and beefier than will fit behind the fender cover. I think you'll end up with a lot of extra weight as well.

Not trying to crap on an innovative idea, I just think this one may be more work and expense than you initially considered.

[Tensecs2fame]

Very good points

[anyonebutme]

Dogtooth engagement is only for 6 speeds and costs 5k before labor. Also it might be possible to gauge rpms on the transmission itself since the input shaft only spins the same speed as the crank. I would have to figure out a way to monitor that. If having accurate rpms on the input shaft were possible, we would be able to have aem turn off the brake at specific rpms so when you shift the transmission will already be rev matched

I'm sure I can get you something for less money, but it's a waiting game. All depends on how serious are you......

[donniekak]

A tapered roller bearing conversion for the input shaft, preloaded fairly tight does the same thing. In dsm manual transmissions shimming the input shaft a few .001" tighter than spec helps with high rpm up shifts.

As a side benefit,some of the input shaft rattle would disappear. The Evo transmissions have an option to install tapered roller bearings, so I don't see how much harder it would be to adapt something to our shaft, and cases.

[anyonebutme]

sounds also like a good plan worth checking out.