Post by 548h on Nov 30, 2018 12:31:53 GMT -6
This subject has come up a few times lately. So I thought I would try to explain for those who might not know exactly what they really have. Or think they need/want.
This really only applies to PG trans for the most part and for the sake of this topic.
A true pro brake provides double the area of available fluid exhaust from behind the reverse piston for faster (if possible) release. Think of it like replacing your stock exhaust on your truck with a set of headers and big dual exhaust. This requires special set up for the best performance as compared to a more common full tree brake. Any trans that does not have both the pro brake valve body -and- the internal modifications is not a true pro brake trans.
Pro brakes were designed and intended for pro tree cars only that need just a little extra RT. Obviously if you need the delay box, you don't need the quicker release now do ya? Some cars do not like the potential violent application of power to the tires. Usually a little softer is better. But every car is different. The Reid (used to be Dedenbear) case has both exhaust paths available in the case and a provision to restrict the main exhaust path to soften the hit just for this purpose. An ATI case has no provision for the second exhaust path. A stock case requires special attention on the build to prevent leaks and delayed application. Especially since the pro brake has much stiffer piston return springs. But with todays available choices not many would choose to do all this to a weak factory case.
They can be as much as .030 faster. But usually are only up to .010 faster if that is honestly the only change made. Proper staging, converter, tune up, and chassis set up are the real keys to a successfully quick RT. And of course lots of training and practice on the drivers part, obviously.
Most brakes have a safety reverse feature. This requires the brake to be engaged and the shifter in R to back up. Most drivers like this feature. But not all do. There are brakes available that will shift into R with only moving the lever.
Line pressure is typically higher on pro brake valve bodies. More is not always better. Higher line pressures have side effects we don't want to have to deal with on a weekend warrior. Unless it is truly needed.
This really only applies to PG trans for the most part and for the sake of this topic.
A true pro brake provides double the area of available fluid exhaust from behind the reverse piston for faster (if possible) release. Think of it like replacing your stock exhaust on your truck with a set of headers and big dual exhaust. This requires special set up for the best performance as compared to a more common full tree brake. Any trans that does not have both the pro brake valve body -and- the internal modifications is not a true pro brake trans.
Pro brakes were designed and intended for pro tree cars only that need just a little extra RT. Obviously if you need the delay box, you don't need the quicker release now do ya? Some cars do not like the potential violent application of power to the tires. Usually a little softer is better. But every car is different. The Reid (used to be Dedenbear) case has both exhaust paths available in the case and a provision to restrict the main exhaust path to soften the hit just for this purpose. An ATI case has no provision for the second exhaust path. A stock case requires special attention on the build to prevent leaks and delayed application. Especially since the pro brake has much stiffer piston return springs. But with todays available choices not many would choose to do all this to a weak factory case.
They can be as much as .030 faster. But usually are only up to .010 faster if that is honestly the only change made. Proper staging, converter, tune up, and chassis set up are the real keys to a successfully quick RT. And of course lots of training and practice on the drivers part, obviously.
Most brakes have a safety reverse feature. This requires the brake to be engaged and the shifter in R to back up. Most drivers like this feature. But not all do. There are brakes available that will shift into R with only moving the lever.
Line pressure is typically higher on pro brake valve bodies. More is not always better. Higher line pressures have side effects we don't want to have to deal with on a weekend warrior. Unless it is truly needed.
