A lot. But a 400 would be cheaper.
I ve talked with a few people with 200s in the 9s and they claim its just really expensive
i agree with this. Life of direct is limited if everything isn't perfect. Leakage and inadequate pressures even if hole sizing and calibration is correct can cause very rapid failure. Trying to find a good trans to work with is a challenge. The internal components are worn typically and cause problems. Trying to find a usable drum or even a drum that can be "cleaned up" is difficult. Building a high hp th400 isn't cheap either. For a lot of people it is worth it to run a 400 at that level. If converter design is correct the 400 can be cruised without overdrive and about 30% more rpm in 3rd. This is not a lot imo and I hear so many mention mileage. Your mileage will still suck with overdrive and everything perfect at low 10 sec level. Even if 20% of mileage was lost it's still not a big deal. If you are familiar with a 200-4r and what it needs it's usually worth pushing it. It will take repeated 140mph passes if everything is right.
Without a pump, pretty much nothing will go good after that.
Are the th400 parts being produced by the aftermarket? (i haven't looked into building one). Seems the original stuff is even older than the 2004r parts. Were the th400 parts better materials or just much larger/more heavy duty?
There is a huge amount of parts availability for a th400 from a lot of different sources. Sprags and other upgradable parts are easily accessible. 4l80 components are often used in th400's too. The th400 doesn't have to release any band to achieve a ratio change so timing isn't an issue like it is in a 200 with a 2-3 ratio change. The gear train is well distributed in a 400 and the load is dispersed well through the trans. Apply areas and clutch surface are much more than a 200. This is why it's a very desirable trans for high power builds. I believe EA has drums for a 200. I can't imagine them being cheap. A lot of r&d in a piece like that. Especially when looking to add piston apply and clutch capacity while working with the limited space.
I'm surprised it lasted as long as it did. Big thanks to Dave Husek on helping me out and answering questions. If it wasn't for christmas I'd have a new converter too and I'd be putting the trans in.
Good info. I've never taken one(a th400) apart so I don't have a reference to compare the 2004r stuff to. Though I can see why a forward shaft twists the end off as it isn't very big and the splines surely stress it even more.
