Interested in a paddle shifter

[GRNOVA]

Well guys I think I am ready to start looking for a paddle shifter an a trans. Does anyone have any suggestions? brand? What is needed for this install I have a turbo 400 in the 65 Nova now, will I have any floor mods to do? Any help in steering me in the right direction would be appreciated.

[Steve Chryssos]

If you would like to paddle shift your TH400, give Mastershift a call. If, instead, you wish to switch to an electronic overdrive trans, feel free to call me with any questions or comments.
Thanks
/Steve

[GRNOVA]

Thanks Steve,

I think I would be interested in upgrading to an electronic trans with overdrive. just trying to check out all the different options available.

[neki67]

You will not be disappointed when you give Steve a call nor will you be disappointed by switching over to an electronic OD trans. Depending on the trans you're going for, floor mods will have to be minimal in the worst case.

[KEISLER]

We introduced our paddle shifter at SEMA with great reviews. It will be featured in HOT ROD's December issue, and was just featured in POPULAR HOT RODDING's August issue (click for link to article).

You will find that for $695 you get
- world class shifter that articulates with the steering wheel
- wireless receiver that powers off the horn button (no messy or cumbersomb wiring)
- bright LED display with a button on the back that allows you to monitor more than a dozen transmission, engine and vehicle parameters
- complete installation manual, with illustrations, diagrams, etc

Now, couple that to our A-41 Automatic with Engine Braking ($200 option), and you get unparalled performance in a complete, bolt-in package that you can install in your driveway on jackstands.

If you run the Paddle Shifter without engine braking, it leaves you less than satisfied because the free wheeling of the transmission will disconnect you from the drivetrain.

Read the Popular Hot Rodding article - it has a step by step detailed installation.

Watch this video on the paddle shifter:
http://www.youtube.com/watch?v=-fuiXcPHu0o


And watch this video on the A-41:
http://keislertv.com/video/10031

[Steve Chryssos]

Awesome! A public symposium on paddle shifter technology. Where are my smart pills.......?

Our paddle shifter uses a commonly available, single N type battery as a power source in order to eliminate EMI noise issues associated with the horn wire slip ring contact. Since we are adapting paddle shifters to a wide range of vehicle types across an even wider range of vehicle age, slip ring connectivity creates shift time predicability issues with regard to noise as well as actual connectivity quality. Embedded dirt or metal, and brush wear on an older slip ring can further exacerbate the issues. And I try not to exacerbate in public. Slip ring EMI/wear is one of six (6) reasons why videos of other "one-wire" paddle shifters always show the engine bouncing off the rev limiter. Sharing the other five (5) reasons would only serve to shorten our competitors' learning curve.
By using a battery, the design is truly wireless. Battery life, much like the battery in your garage remote, car key fob, etc. is at least three years. When was the last time you even thought about the battery in your key fob? A test light on our battery powered wireless transmitter further justifies the zero wire design choice. Zero wire adaptability is just part of our pending patent. An ultra low EMI one wire solution has been successfully designed and patented by Mastershift, American Supercars LLC such that other one wire products may not even be saleable in the near future. Support for those infringing one wire products might not be available.

I tend to be wordy. Would anyone like me to continue? Display options? Engine braking? I will do my best to avoid using such terms like "ACT NOW!" or "SALE! SALE! SALE!" in a technical section of the forum.

[KEISLER]

Steve,

If your slip ring is shot, then simply replace the t/s canceller assembly. It's pretty simple. Steve Dulcich, Engine Masters editor and contributing editor to Pop Hot Rodding, did the same thing on his 40 year old column. No problems... period.

I have the Flaming River tilt column on the Kuda - no problems ... period. No delays in paddle shifting. The only reason I hit the limiter is because I waited too long to shift, or I'm just plain showing off the HEMI (makes a neat sound bouncing off the rev limiter at 6500rpm).

On our controller, we have the shift point coming in at 6350rpm, and it's complete by 6450rpm versus the 6500 rev limiter cut.

Do you have an intelligent display like ours? If so, how long does your battery last. I would expect the power draw would make the battery option unfeasible.

Are you coming down to Run Thru the Hills with your Camaro? We'll be there with the Kuda. Perhaps we can talk about these differences face to face.

Shafi

[Steve Chryssos]

Oops! Forgot the video. Things to look and listen for:
-There is no cumbersome or messy wiring
-The display is mounted on the dash such that it doesn't rotate with the steering wheel--just like the OE's. The display's information is useless if it is perpendicular to the eye, upside down, or blocked by the hands.
There is no separate "mode" switch. We exit the pits in automatic mode and then enter paddle shift mode simply by tapping a paddle.
-The Compushift display/tuner's "Mixed Screen" (one of many) shows gear, transmission mode, rpm vehicle speed, trans temp, lock up status and pressure all at the same time. The display tuner let's you make adjustments using the white push buttons shown without a laptop or second person to run the laptop. There is even a built in accelerometer that offers longitudinal G-meter testing as well as rear wheel dyno simulation.
-No bouncing off the rev limiter--even with 3.73 gears.
-Engine braking--with proper driving technique used properly to take advantage of torque multiplication.
-Like any other part of the car, the paddle shifter is part of a complex system. Torque converter development has proven to be a major part of manumatic system design. The paddle shifter is just icing on the cake. The video shows how we use the torque converter's multiplication to rocket off corners. On decel, a heavy duty lock up clutch is engaged against a billet steel front cover--much like a flywheel on a manual trans equipped car.
-The video is on an actual road course with straights, turns, brake zones. We're hauling ass (see gauges). That's why I'm not talking.

[Steve Chryssos]

If your slip ring is shot, then simply replace the t/s canceller assembly. It's pretty simple. Steve Dulcich, Engine Masters editor and contributing editor to Pop Hot Rodding, did the same thing on his 40 year old column. No problems... period.

Hi Shafi,
By circumnavigating the slip ring altogether, our customers never need to troubleshoot their canceling cam system.

I have the Flaming River tilt column on the Kuda - no problems ... period. No delays in paddle shifting. The only reason I hit the limiter is because I waited too long to shift, or I'm just plain showing off the HEMI (makes a neat sound bouncing off the rev limiter at 6500rpm).

We don't encourage people to bounce off their rev limiters.

On our controller, we have the shift point coming in at 6350rpm, and it's complete by 6450rpm versus the 6500 rev limiter cut.

That is fundamentally incorrect. In paddle shift mode, part throttle shift tables are ignored. It is the fundamental basis of manumatic function. Let the driver override the computer. Part throttle shift tables are only referenced in automatic mode. Now your PCS controller DOES have a second paddle shift mode called simple mode. It will shift if you fail to do so, and therefore NEVER hot the rev limiter. But you are not using that mode. You're using true manual mode. In true manual mode, the TCU unequivocally waits for an input from the driver. The engine will hit the rev limiter if the shift input is delayed (actuation), or the transmission cannot physically complete the shift (gear change) within a reasonable time frame. This is what you are experiencing.

Do you have an intelligent display like ours? If so, how long does your battery last. I would expect the power draw would make the battery option unfeasible.

Yes, it's really, really smart. The Compushift display plugs directly into the TCU which is is hard wired to the vehicle's 12v system and therefore does not require any battery voltage for its intelligence.

Are you coming down to Run Thru the Hills with your Camaro? We'll be there with the Kuda. Perhaps we can talk about these differences face to face.
Shafi

Of course we'll be there. Bill and I founded MuscleRides.com together. I'll be happy to discuss differences face to face. But that won't help Tim or anyone else reading this thread. Please feel free to continue the discussion in public. Let's talk about engine braking.

[KEISLER]

Steve,
I am close to deadline on submitting materials to HOT ROD for a feature they are doing on the Kuda and the Paddle Shifter, but I will briefly reply. Let's do the engine braking discussion next week.
Shafi

Hi Shafi,
By circumnavigating the slip ring altogether, our customers never need to troubleshoot their canceling cam system.


We don't encourage people to bounce off their rev limiters.

Correct, neither do we. And they won't hit the limiter if they shift in time in Manual Mode. In simple mode, our TCU will take over the shift function to prevent the engine from redlining. It will also prevent a downshift that could result in loss of control, engine/trans failure, etc.

That is fundamentally incorrect. In paddle shift mode, part throttle shift tables are ignored. It is the fundamental basis of manumatic function. Let the driver override the computer. Part throttle shift tables are only referenced in automatic mode. Now your PCS controller DOES have a second paddle shift mode called simple mode. It will shift if you fail to do so, and therefore NEVER hot the rev limiter. But you are not using that mode. You're using true manual mode. In true manual mode, the TCU unequivocally waits for an input from the driver. The engine will hit the rev limiter if the shift input is delayed (actuation), or the transmission cannot physically complete the shift (gear change) within a reasonable time frame. This is what you are experiencing.

No, it's not incorrect, but I understand what you are trying to explain. You don't know all of the functions of our product, which is beyond that of the PCS base product. Our product is far more developed/advanced/refined past the base pcs product.

We run 2 calibrations at the flip of a switch, and we have Simple or True Manual paddle shifting available for either by simply holding both paddles. This is FOUR permeations of driver control without any computer interface required ... no pit stops, no laptops, etc.

Yes, it's really, really smart. The Compushift display plugs directly into the TCU which is is hard wired to the vehicle's 12v system and therefore does not require any battery voltage for its intelligence.

I think I see the controller off to the right on the center of the dash in your video. That would be a matter of preference. For the clean OE look without another controller visable on the dash, our unit might appear more factory looking - see pic attached. I do like the way yours looks for a custom flashy install. One of our customers has your unit from a couple years back before we offered our paddle shifter. I've seen it up close, and it looks at home with the Billet Specialities look.

I haven't found the issue of the display being canted left or right to be an issue, because my eyes are on the road driving during turns and not looking down at the display or dash. I do think it is more convenient to have the digital display directly in front of you for normal operation, as you can use the vehicle speed function of the display. This is pure a driver preference issue.

I have put 4000 miles on the Kuda since June 5 kickoff of the Hot Rod Power Tour, and I love our Paddle Shifter with Engine Braking. However, without engine braking, then it would come down to upshifts only, and the display. Still worth $695 but the overall package would be greatly reduced in control and enjoyment. For $200 upgrade cost for our Engine Braking option, it is a no brainer when choosing to go the paddle shifter route.

I'll put together a new video to illustrate some of the points in the coming weeks. The video we have now dates back to this past winter, and a number of new control features have been added, as outlined above.

Shafi

[Steve Chryssos]

Engine braking: Engine braking is like bullets. Cheap to buy and harmless on their own. Grab a handful and lay them on the table and nothing happens. But like bullets, engine braking needs to be treated with respect. And there are consequences for misuse.

The engine braking mod is a commonly available $60 kit. Here you go:

http://www.powerglide.com/announcements/77754-41.pdf

Add in some hand modifications, and one wonders why every 4L60E installed in a high performance GM vehicle did not include this feature. Why would they not have included engine braking in a C5 vette?

Answer? Because its application places increased strain on internal transmission components. So the cost for an engine braking trans actually swells into a four digit price tag when the appropriate internal modifications are added to support its function.

Engine braking is great. Just be sure that the rest of the transmission has been beefed up to support the cheap, easy enhancement. Otherwise, a non-engine braking 4L60E will provided significant improvements with regard to performance and driving enjoyment. One of our house cars Hoover made it into the top 15 Shootout at Gingerman without the benefit of engine braking.

[KEISLER]

To add to your gun analogy, any gun is dangerous in the wrong hands. And a gun without a safety is more dangerous than one with a safety.

Our software, controller and transmission has protection for both downshifting and upshifting - like a safety - and it won't let you over run the engine past redline.

And while the engine braking modification will add some additional strain and wear to the transmission, its related benefits are tremendous.

Just ask Pete F. about the comparison driving the A-41 with and without engine braking. And ask him about his driving opinions of our paddle shifter in my Kuda versus your paddle shifter in his Charger.

[Steve Chryssos]

Pete F came to me because his Keisler sourced PCS software was password protected. He was locked out of the single best benefit of electronic automatics: Fine tuning the calibration. At Keisler, access to that fundamental, inherent tuning capability is an extra cost option that you sometimes throw in for free. What a bargain.

Are you SURE you wanna keep doing this? It's bad for the club. ..Actually, I'm done. I won't respond to any more of your posts in this thread.