Now I'm just curious. I'm not boosted so I don't know. :( Suppose you hung around 7k for a little while. Would you still have boost built up if you let it drop to "launch" rpm before flooring it?

Been using it since 8 miles on the odometer :)

So far we're still on the stock clutch over 285 WHP with the SC 30k miles later!

Not that bad...flat foot shift is worse IMO. 1st/2nd are actually rather easy on the clutch win non-R tires. With R-comps and slicks 2nd and 3rd are the worst for the trans, but the clutch is generally best the lower the gear.

@woode how the hell are you building 10psi?! I think mine hits 5psi

Pretty much everything has been said already, launch control for a manual is more of a 2 step that allows a lower rev limit at a preset rpm making for more consistent launching (same rpm every time). It also works as a form of anti-lag on turbo cars as well, which should really help with 60' times on slicks. Wonder if anyone will make a transbrake for the auto?

That might be pushing the capabilities, but we could make a custom map where based on vehicle speed it allows a certain amount of torque and/or slip. So at launch we can program in anti lag or a lower rev limit that is under the lock up RPM.

Pretty sure all the previous honda owners/current owners of stock frs' do this from every stop light. You know, to show how fast our car is.

Because racecar amiright? :bellyroll:

Because Initial D.

Not all of us previous Honda owners are as bad as the stereotype suggests. Some of us like the cars and stay away from the "scene".

I've seen it done in conjunction with a 2-step, but on a different transmission (NAG1, aka Mercedes 722.6/W5A580). That is a torque converter auto with an electronically controlled lock-up clutch. It was done by Paramount Transmission in conjunction with "Builder Bill" (trans guru) if I'm not mistaken and is proprietary (aka patented). Here's a link to purchase said option for their built NAG1, just to prove the theory has been put into practice. http://www.paramountperformanceshop...._P_p/tb2pn.htm


Searching for more info on the specifics of the TX6A I find that it's supposedly a modified version of the Aisin A960E. Link to exploded view of A960E How modified is a question for Toyota, since Aisin is their normal transmission supplier, and Toyota has a hefty stake in ownership of Aisin (almost 53%). The manual in the FR-S is also a Toyota modified Aisin unit (TL70, a modified AZ6). Supposedly, the TX6A shares shift logic with the AA80E from the IS-F. It's not really known if the TX6A shares this feature with the AA80E, "The IS F and LS 460 (with sport package) use Sport Direct Shift (SPDS) which allows for faster shift times. The torque converter can lockup from 2nd to 6th gears." From what I've heard, it makes sense that the TX6A shares the SPDS ability with the AA80E, based on people's raves about how "quick" the transmission is. Depending on the ability of the TCM and software restrictions, it may be possible to achieve a desired result without extensive modification to the transmission (as required in the above mentioned NAG1/W5A580). Also, if the TX6A torque converter has a low hydraulic lockup, no amount of modification to the electronics can prevent lockup from occurring, so on a stock torque converter the efforts would be futile.


Essentially... can it be done? Probably so. Is it worth the effort/R&D/Investment... probably not. Being as the NAG1/W5A580 was in popular "muscle cars", there was more of a market (i.e. straight line guys). There would probably be a handful of people interested in a trans brake for the auto, but overall the cost far out weighs the benefit. I'm sure anyone that serious about leaving the line hard with an auto would just swap in a powerglide lol.