BRT vs Lencodrive

OK., If you were to chose a unit to buy, which one, and for what reasons? I am looking for answers from anyone who has experience - good or bad - with either or both units, to help me in deciding what to go with, I am looking to ease the clutch maintenance burden. Car is an alcohol altered, 526", PSI @ 72% o.d.,weighs around 2250 lbs with clutch etc.

Thanks.

 

I ran a bruno for years in a blown door car 2700# 7.30's with no problems. It was an older unit and I had a chance convertor. Just make sure you keep the fluid cool.

 

I'm helping a friend out that has a BRT unit in a quick 8 dragster, 526 hemi, roots blower. In about 2 to 3 weeks I'll be able to give some info to you.

 

I ran a bruno and I liked it pretty well. They are easy to work on when you have to. I really liked the fact that I could take the trans (lenco) out of the car without making a huge mess and since I could seperate the two units I could completely remove and install the trans by myself. The fluid capacity is a problem but its easily overcome with an external cooler. I also liked that the Bruno/Converter oil was totally seperate from the lenco. Both are good transmissions (Lencodrive and Bruno/Lenco).

 

When you say the fluid capacity is a problem, what is the volume of oil that you put in the unit? and how much did it increase with the lines and cooler? Also, what brand of torque converter did you use? And what did you think of the transbrake set up?

Thanks.

 

outlaw is right it is easier to deal with seperating the two units.i run a bruno lenco setup 1 1/4 input shaft behind a 526 chevy,big chiefs with a 1471 superman 2800 lb car and the ONLY problem we've had is the band on the trans break. all you have to do is change it every season or before it gets hard and won't hold. we have left the line anywhere from 4000rpm to 5000rpms and it does great.if you already have a trans its alot cheaper than the lencodrive david hagen has one just like mine for sale on racing junk look there if you can't find him look in the pro mod stuff oh and we run a chance converter good luck with it . ronnie

 

What et do you guys average and how much slip do you get with the convertor.
Thanks, Matt

 

this is in a outlaw street car.we've been as fast as 420s on street tires with as good as a 1.02 60 foot at 2800 lbs we have'nt had a computer on the car long so we're still working on the slippage im not saying chance is the way to go but alot of fast cars run them we are likely to go into the converter to get it just right

 

The main difference is the way the trans brake arrangement is, the brt uses a band, the lenco drive uses a clutch pack, the clutch pack arrangement allows you to use fluids with higher boiling points,

we started with nothing and chose the lenco drive with a coan converter from the snyders and it works awesome

I have a freind who has run the BRT for a year now and can't keep a front pump in it and they boil the fluid every run, it was an older unit and it worked great, ever since it was freshned up it hasn't been the same, they have also pushed the dipstick tube out of it on a run, which the lencodrive does not have

They are both good units, it really is a matter of preference

One thing to keep in mind that if you go with the mega converter the lenco drive will be larger than the BRT

 

You can get a Mega series converter from Coan with a Turbo spline input shaft so you dont necessarily have to have the big input shaft.

 

Has any one tried the newer style QUICKER DRIVE unit?
The newer style runs the multi plate trans brake, which is CO operated and has good release times.
The quicker drive is also designed to take a B&J or a Lenco behind it. You also have the option of input shaft size. As with any convertor drive, the main challange is the convertor slipage.

 

Where do you find info. on this unit?

Thanks.

 

There is a guy in Australia that modifys a powerglide to run a cs1 lenco behind and it has been proven to 6.7 et in 2650lbs door cars it has choice of large shaft or standard turbo spline, the case only holds the 1 peice shaft and uses a six cylinder case powerglide with the removable bell housing and JW supply SFI bell housings to suit most motors, or standard case for chev pattern. The transbrake is in the reverse clutch pack position and is activated by a selenoid in the same position as normal powerglide, it has held my engine at 6000 plus (psi blown small block 6.91 at 2643lbs) with no problem, more than 40 runs on the same fluid, no one has broken one yet and has been making the unit for 6 years. I run a lenco drive now and it is a good unit, I'd say unbreakable. If dollars aren't a factor I'd go with the lenco drive, If you are on a budget type in JP racing and have a look at his unit, as good if not better than the bruno and quicker drive and cheaper at around $3000 usd.

 

Tony @ (US TRANSMISSION & TORQUE CONVERTER) or
Mike @ (B&J TRANSMISSIONS)