Baker Ignition kill shift assistance.......
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From: Ohio
Yeah, putting socks on a snapping turtle or a wet noodle in a wildcats a$$ both require a lot of tolerance to pain. They are not going to be happy
Last edited by 1997bagger; Apr 9, 2017 at 06:30 PM.
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Joined: Aug 2008
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From: Ohio
Here is my question on the ignition kill, on our trucks the system is smart enough to measure throttle position, engine rpms, trans speed and wheel speed allowing the ECM controlled engine stagger to adjust to low or high shift points.
I'm only assuming with a solid shaft engaging a switch, the shift points are not smart, just fixed. Still just assuming but it will be impossible to have mid range ignition kill shifts and all out giddy up shifts at the same time eliminating the no clutch in normal riding theory.
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Not quite sure I understand what your saying other than Electronic monitoring of the entire system is very accurate at any rpm....
The fact that a mechanical interuptance of the ignition is used compared to an electronic system really is not that critical.. It's all about proper time of the interuptance and a mechanical switch will not know the difference in engine load, speed or timing. So how would that be an issue with midrange or giddy up shifts....It will all be predetermined by the indent of the shift drum and switch....
The fact that a mechanical interuptance of the ignition is used compared to an electronic system really is not that critical.. It's all about proper time of the interuptance and a mechanical switch will not know the difference in engine load, speed or timing. So how would that be an issue with midrange or giddy up shifts....It will all be predetermined by the indent of the shift drum and switch....
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From: Ohio
If activation is a shift drum it is on or off, has to have a electronic control reading rpms that takes away power or ground from the coil rapidly. The system is intended for wide open throttle but I thought you said you were interested in clutchless shifts in normal operating range. From Unlimited Mudracing we ran systems that controlled engine rpm's, air shifters and nitrous activation, I'm just saying this system most likely can't have the ability to be set on normal riding stagger and WOT at the same time. other words if you are running in a early clutchless shift rpm and decide to flog it, the upper rpm stagger can't be there plus it won't carry past the normal set stagger.
Not down grading the system because I'm a Baker trans fan, just putting together "how something works" in my head and it's limits. It sounds like a great idea for upper rpm shifts to keep consistent engine and trans speeds that will help eliminate human error.
Not down grading the system because I'm a Baker trans fan, just putting together "how something works" in my head and it's limits. It sounds like a great idea for upper rpm shifts to keep consistent engine and trans speeds that will help eliminate human error.
Last edited by 1997bagger; Apr 11, 2017 at 08:49 PM.
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Seasoned HDF Member
Joined: Mar 2010
Posts: 21,100
Likes: 7,629
From: Poolville
If activation is a shift drum it is on or off, has to have a electronic control reading rpms that takes away power or ground from the coil rapidly. The system is intended for wide open throttle but I thought you said you were interested in clutchless shifts in normal operating range. From Unlimited Mudracing we ran systems that controlled engine rpm's, air shifters and nitrous activation, I'm just saying this system most likely can't have the ability to be set on normal riding stagger and WOT at the same time. other words if you are running in a early clutchless shift rpm and decide to flog it, the upper rpm stagger can't be there plus it won't carry past the normal set stagger.
Not down grading the system because I'm a Baker trans fan, just putting together "how something works" in my head and it's limits. It sounds like a great idea for upper rpm shifts to keep consistent engine and trans speeds that will help eliminate human error.
Not down grading the system because I'm a Baker trans fan, just putting together "how something works" in my head and it's limits. It sounds like a great idea for upper rpm shifts to keep consistent engine and trans speeds that will help eliminate human error.
The way I understood it's operation is that during the shift process the shift drum has a detent that interrupts the 12v positive side of the coil and that this operation is functional at any throttle position.... I will call Mark tomorrow to get a better understanding of his product's functionalbility.
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