I agree:biggrin: I had one grenade on me when the D/S broke... Ask Bruce or Mr. Clark what that case did I was blessed on that one... Of course it wasn't a full billet built tranny either... I would be interested to put one of several of our Trans guys here against that one though...well Ill save ya the time and aggravation to do your comparison.. RESULTS..
"Oh Sir we have NEVER had a tranny explode like that before"
March 2009 issue.What Car Craft Issue was this?? Thanks.
In the comparison of the 200 and 400 I was assuming dual feeding with both. With a 1000+hp 400, you'd better be dual feeding that sucker too.I hear you don,however we are dual feeding ,using a billet aluminum piston and using .091"thick steels.when dual feeding your not too far behind the 400.if I put the 078"in i can get another disc.
I wonder how much of the talk about the 4R70W is also marketing hype.X2
Another option is the Ford 4r70w. a 4r70 is a little on the heavy side too.
What is your opinion of the Lentech units?Hey Don, the 4r70w trans is a brut. We have one in a 4v mod motor making 980 rwhp that is street driven. Made 100+ passes with all stock hard parts with a aftermarket VB. I am building another one just like it with the same trans. But I would not put it in a Buick. Not worth trying to make it work.
When talking piston area to apply plate the billet piston has a HUGE increase as you are no longer using the sheetmetal ring to push on the bottom steelIn the comparison of the 200 and 400 I was assuming dual feeding with both. With a 1000+hp 400, you'd better be dual feeding that sucker too.
Have you checked the apply surface area of the pistons of the 200 and 400, both in dual feeding mode? There's quite a difference there too. The 200 is tiny. Billet or not, the apply area doesn't change, does it?
The direct clutches are a major shortcoming for the 200-4R. I would be solving that problem before I came out with anymore billet parts. The parts aren't going to do any good if the direct keeps frying on ya.
Good luck fellas.
The weight of the sprag and outer race doesn't come into the equation because the drum is overrunning through them on the 2-3 shift, but I do see your point. I'll have to weigh the drums.Comparisons between the 400 direct drum and the 2004r must be made objectively.There is a great difference in weight between the 2 as well as the work required to be performed by each clutch pack.The 2004r clutch pack has to drive lighter parts ,there is no sprag assembly on the back of the drum.With equal car weights and power outputs , imo our 10 clutch drum is equal to the 4 clutch 400 drum in surface area.a 4 clutch loaded hi drum in a 400 can go all year at 800 plus hp without failures. Now if we installed the clutches from the direct drum of the 200 into a heavier 400 drum they more than likely would fail.This is because of the weight of the drum.
Your unit must be much more advanced than Lentechs then. A fellow bracket racer at our track has been through two Lentech units this season. NOT CHEAP. A simple BBF. Maybe 800HP. Major hard part failure. Poor guy.4r70ws have been holding 900 plus here.kn supercharged 4 valve stroker with spray.We also make a 2.20 planet for the brute.
The Lentech unit hasn't impressed anyone at our track.Well if you have an outer race and sprag then youve got an inner race spinning with the drum.The billet piston itself with no other changes improves the 3rd gear shift.This is because of the loss of part deflection in the clutch pack and how the load is applied to the bottom steel.The Lentech stuff is very impressive.:biggrin: