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| Transmission Talk Tech support for transmissions and torque converters from the experts |
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www.ottosperformance.com |
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More pictures
This is a detailed picture of the mentioned rear bearing mod.
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272 stage 2 , 9.86 @ 19# boost on DOT's and emmisions legal. True 3700# street car. New ET's cooming soon with new 88MM turbo |
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Seals
I am trying these seals for the first time on the center support and pump...
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272 stage 2 , 9.86 @ 19# boost on DOT's and emmisions legal. True 3700# street car. New ET's cooming soon with new 88MM turbo |
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Nice setup,now if you can supply us with a source for the bearing
![]() They would most likely not supply just the bearing
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Now Precision Turbo,F.A.S.T ,Moser Engineering,Comp Cams,Alky Control and Metco dealers!! Custom built racing transmission |
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WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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like the idea of the rollerized output shaft.
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WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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th400
Thanks guys for chimming in with all the helpful tips..
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WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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I like to see line pressure about 165 to 175 at wot hp level is between 600 -750 torque coverter 10" 3800 stall
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WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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turbo bit. That is an excellent way to stabilize the drum, and people would be wise to follow that example. But, believe it or not, there is a better way.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
Last edited by DonWG; June 29th, 2008 at 11:22 AM. |
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I would hope your using a HD sprag on the int. And I'm sure you are. The OEM HD sprag arrangement should handle your specs. The lower line you're using will cushion the int. apply and will mean lower shock loading of the int. sprag. Less chance of a roll-over of the sprag. I didn't say no chance, because you are using a larger plate count in that pack now. If you are using the wavy in the int., you might want to periodically check that pack to see how that wavy is doing, as far as localized heat buildup. The reason I asked about seeing the drum was because of the steel piston you're switching to. Early drums that used the sprag type one-way clutch setup had an air bleed checkball in the aluminum piston. If you switch to the steel piston, you must use a drum that has an air-bleed checkball in it. You can use a drum and a piston that have the air bleed checkball. But you must have one or the other or both. Not zero.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
Last edited by DonWG; June 29th, 2008 at 11:31 AM. |
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The bearing at the output shaft is a mod that has been common in high performance 400s since I can remember. It is a good, dependable mod. You should do it.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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And use a wave steel. Just kiddin on the wave steel .
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Mike R |
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The rear bearing mod is one of the best "free" mods that can be done to a th400.
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Mike R |
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That was going to be one of my next projects. A good idea to work with. Thanks.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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Im ordering one of those monday.
Nice idea
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Now Precision Turbo,F.A.S.T ,Moser Engineering,Comp Cams,Alky Control and Metco dealers!! Custom built racing transmission |
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The only thing I don't like about the part is that the snap ring supporting region of the part should have been carried all the way across the part. Instead they used the area for marketing signage. The part is going to load that pin at an angle. I don't like that. Patent Pending, Chris. Ideas are flying wild. Thanks again, Mike.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
Last edited by DonWG; June 29th, 2008 at 12:22 PM. |
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guys dont spend the money.i have them in stock for 19.00.call in tomorrow.
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CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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that split bushing is a john kilgore designed product.it has been around for years.it does not stablize the drum.its purpose is to improve oiling to the intermediate sprag.check this out John Kilgore Racing Transmissions - Fastest Ford Mustang & Chevy Transmissions
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CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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__________________
Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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John has the original design to his credit and gave ati permission to make it.I speak to john 1 to 2 x a week and have no reason to disbelieve his claim to the design.The id of the drum is larger than the od of the split bushing therefore it is impossible for it to aid in supporting the drum.if someone made it with a od of .001 smaller than the id of the drum it would aid but the narrow cross section of the bushing would make it marginal at that.there really isnt a support problem if new bushings are used in the center support and drive tube and this is the only time the area becomes a need for concern.some of us have (including myself0 overengineered this area of the trans.my attention to this area was to take the thrust off the rear of the trans by running the drum up against the center support.this reduction of thrust keeps an oil film on bearings when loaded beyond original capacity.the 400 thrusts all load to the rear of the trans.this is evident by the wear on associated thrust surfaces.supporting and centering the forward clutch hubs front end in the forward drum is where gains in centerlining parts can be made.it is an area to be explored only when evidence of a problem exists in that area beyond new bushings and good parts in operation.i think the real benefits in a th400 are in the valve body area.somewhere i have done alot of research.i still need to send you that steel shuttle valve don for the vbody i sent you.ill get it out tomorrow as i am anxious for test data.
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CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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That may be true that John developed it, but I didn't see that in the link you provided. Hence, my confusion.
Take the direct drum and mount it on the splines of a sun gear shaft. Now take the drum and notice how much wobble is possible, even with very good splines in the direct drum. The split bearing piece, even if it is .005" under the ID of the sealing ring bore of the direct drum, it will help stabilize the drum compared to not having it in there at all. If the split bearing OD is beyond the OD of the sealing ring lands of the center support at all, even if it's only .002", and I'm sure it's more than that, it has the potential of helping. Even so, there is a better way. The forward clutch hub is supported and kept running centerline by the mainshaft and all the bushings associated with keeping the mainshaft at centerline. Hence, my recommendation to install fresh bushings and check fit on each rebuild. Even some new bushings are too loose after installation. Don't take it for granted that just because the bushing is new, it will give a good fit. I've been holding off installing your VB because of that valve. I'm doing an upgrade to the car now, so after I get it dialed back in I'll be looking to try your VB out. Next few months, I would guess. Has the new valve been surface hardened?
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
Last edited by DonWG; June 29th, 2008 at 03:28 PM. |
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Yes the valve is pre heat treated before it is machined.mike ridings gave me the material # and I ordered it .i think it is called 4310 preheat treated billet.The aluminum valves were like prototypes however i used a few.the 3rd gear circuit is the shortest on the planet.mike can chime in with the specs.have been using it quite a bit .i just sent the kilgore link so everyone could check his super lite.he is a true pioneer in the 400 realm.going out to dinner ill check back with you guys later.
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CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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Chris. Adding a needle thrust to support the front section, rather than letting the sun gear handle it, seems a bit overkill to me. If endplays are setup correctly, momentum acting on the OEM bearing will be managable. I'm sure that bearing sees much more load on it just from the load put on it due to the tooth angularity of the gearset. The idea is a neat deal, but I like keeping things as simple as possible so that when I have to change out parts during a PM, I'm not having to modify parts over again.
That would certainly come into play if you were forced to do a trackside repair. Unless you've brought your machine shop with you.
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Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
Last edited by DonWG; June 29th, 2008 at 03:57 PM. |
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Now Precision Turbo,F.A.S.T ,Moser Engineering,Comp Cams,Alky Control and Metco dealers!! Custom built racing transmission |
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Yep. Another example of a great idea.
__________________
Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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__________________
Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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It's 4140 pre-heat. It's a great material for valvebody valves and other things. Mike.
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Mike R |
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thanks mike.i used it for those stagerite valves as well.after grinding i put them on center i put them in a v block and they were unmistakably 0.it was impressive.the grinder did a good job and we left .002 per side.great material,and priced reasonably.mike when you use that 700 bearing on the rear of the pump support you must grind off the lip or relieive the front bore on the drum.i have also been having great luck using the new style 4l80e support rings in the 400.they are a plastic/graaphite combo and have a unique interlocking desin that seals and doesnt shrink and also doesnt erode the drum bores.they are shown in the photos from turbobitt
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CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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__________________
Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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I keep finding new mods for the 400 all the time:
http://www.bdub.net/tranny/TH400SuperBeefing-text.pdf The pump drilling was new to me. I already knew about the .072" steels. Also, a guy on the RealOldsPower board found this in his 400 oil pan: http://img174.imageshack.us/img174/1376/vxlqa0.th.jpg ImageShack - Hosting :: vxlqa0.jpg "The center part is rubber.. The other part is aluminium, not the sprag then." Time for a new case for him? ![]() Definitely overhaul time!
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"Dad, can I have the '87 GN yet?" |
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The pump drilling they showed is what's called in the industry a 'full time lube' modification. You must be very careful doing this mod. If you do this in addition to installing a restrictor orifice in the converter feed passage, then no worries. If you drill this full time lube passage without the restrictor orifice, you could be adding to the chance of having a crank killer 400.
__________________
Donnie Originator of the Nitrous/Methanol Drag Turbo Anti Lag System Latest 60' at the start of N2O/CH3OH DT ALS tuning development: 1.479. At this point, a 0.20 sec advantage over simple n2o injection. 1984 BUICK Grand National 224 cid Stage I BUICK V6 burning CH3OH w/N2O, 91mm turbo. Engine/trans by DRW. Latest 1/4 mi. perf. (9/2009) w/FI91X (B/W Airwerks S510-91mm): 9.56@154.87mph w/horrible 1.67 60'. On converter (2400 rpm) @ the line, w/o pre-spooling, 0 bst @ launch, pro tree, max 26-27 psi boost. 5.04 hp/cid. Equivalent to a 500cid V8 producing over 2,500 hp. My pass @ Pinks All Out qualifying, http://www.youtube.com/watch?v=9AZumqEdMUE
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__________________
WWW.CFGNT.COM (1987 T-Type).T.S.M built-109blk(thanks,87gta-turbo)8pt roll cage,precision72 turbo/.85ar,rjc girdle/crank scraper,weber 218 billet roller cam, ported/polished heads 1.77valves ported to stage2 specs,70tb/pl,rjc pp,83lbinjectors,7th injector,zo6 maf sensor,4" maf pipe.040 pistons,double pumper,3.42 gears,th400,art carr 9" converter from Cal Hartline,tony dequick v-2 frontmount from Louie Lopez.Drivetrain built by me...Special thanks to Central Fl Machine and Speed,Hartline Performance,Murrey's speed shop,Automotive1 speed shop,Precision Turbo,Full Throttle speed,G-body parts,postons enterprise,esp products,kdk performance,Lkq salvage,summit racing,cotton's performance,Kenny Wells Performance,Pro-Tree Customs Paint/body, Louie Lopez and Ace Hardware(lol).
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don .002" per side is the amount left for the grinder to grind off to bring the valve to the proper dimension.this means if the part finished od is .750 its diameter is machined to .754 "after turning in the lathe .the final material removal to get to required diameter is done on a grinder while the part is supported on both ends from a center point machined into both end faces..002"per side removed generates .750".besides other things it allows "exact finishing and alignment between centers.
__________________
CRISTOFOROS KOKKONIS GM AUTOMATIC TRANSMISSION SPECIALIST www.ckperformance.com STREET,STRIP AND DRAG RACE TRANSMISSIONS,CONVERTERS,DRUMS ,SHAFTS ETC. |
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