turbo 400
03-22-2007, 08:48 AM
#22
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Originally Posted by whitt1
Rossler makes a trans brake for a 4L80E.It's on their web site.The only down side for the 4L80E is the tall 2.48 first gear,but it offers closer gear spacing with a 1.48 second 1.0 third and a .75 fourth.
A T56 is almost 20 year technology. A PG is an even older design than a TH350/400 but obviously the guys that run those are slow and they don't know what they're doing either.
Last edited by vanillagorilla; 03-22-2007 at 08:57 AM.
03-22-2007, 11:08 AM
#23
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Originally Posted by vanillagorilla
Did you check the price tag on that? You might want make sure you're sitting down.
A T56 is almost 20 year technology. A PG is an even older design than a TH350/400 but obviously the guys that run those are slow and they don't know what they're doing either.
A T56 is almost 20 year technology. A PG is an even older design than a TH350/400 but obviously the guys that run those are slow and they don't know what they're doing either.
and stock PG are junk, its when you build them, stock 350/400 are junk unless you build them, 60/80 are junk unless you build them can y ousee a pattern? all stock trans are junk...its when you build them when they are strong
03-22-2007, 11:23 AM
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I assumed we were only talking built transmissions here. Stock trannys in a performance truck is like oil and water.
There are plenty of cars that have PG's on the street even in the most extreme form. In a heavy truck no, but street/strip cars live with them even with 5000rpm stalls.
You're forgeting two things when determining transmission streetability and gearing, and that's rear end ratio and tire diameter.
Crunch the numbers: TH400, 1:1 3rd gear with a 31.9" tire and 3.08's vs. T56 .5:1 6th gear with a 28" tire and 4.88's. Not too much difference regarding cruise speeds. Turbo's like high gears, so going with a 3.08 with a 1:1 3rd gear makes it work for me. It's equivalent to having an 80E with 4.10's which is what a lot of people run around here with less parastic drag, less weight, ability to shift myself and have a transbrake. Not to mention the TC choices and the availability and cost of replacement parts.
You can get almost any set of gear ratios too for a TH400 from John Kilgore.
There are plenty of cars that have PG's on the street even in the most extreme form. In a heavy truck no, but street/strip cars live with them even with 5000rpm stalls.
You're forgeting two things when determining transmission streetability and gearing, and that's rear end ratio and tire diameter.
Crunch the numbers: TH400, 1:1 3rd gear with a 31.9" tire and 3.08's vs. T56 .5:1 6th gear with a 28" tire and 4.88's. Not too much difference regarding cruise speeds. Turbo's like high gears, so going with a 3.08 with a 1:1 3rd gear makes it work for me. It's equivalent to having an 80E with 4.10's which is what a lot of people run around here with less parastic drag, less weight, ability to shift myself and have a transbrake. Not to mention the TC choices and the availability and cost of replacement parts.
You can get almost any set of gear ratios too for a TH400 from John Kilgore.
03-22-2007, 11:29 AM
#25
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Originally Posted by vanillagorilla
I assumed we were only talking built transmissions here. Stock trannys in a performance truck is like oil and water.
There are plenty of cars that have PG's on the street even in the most extreme form. In a heavy truck no, but street/strip cars live with them even with 5000rpm stalls.
You're forgeting two things when determining transmission streetability and gearing, and that's rear end ratio and tire diameter.
Crunch the numbers: TH400, 1:1 3rd gear with a 31.9" tire and 3.08's vs. T56 .5:1 6th gear with a 28" tire and 4.88's. Not too much difference regarding cruise speeds. Turbo's like high gears, so going with a 3.08 with a 1:1 3rd gear makes it work for me. It's equivalent to having an 80E with 4.10's which is what a lot of people run around here with less parastic drag, less weight, ability to shift myself and have a transbrake. Not to mention the TC choices and the availability and cost of replacement parts.
You can get almost any set of gear ratios too for a TH400 from John Kilgore.
There are plenty of cars that have PG's on the street even in the most extreme form. In a heavy truck no, but street/strip cars live with them even with 5000rpm stalls.
You're forgeting two things when determining transmission streetability and gearing, and that's rear end ratio and tire diameter.
Crunch the numbers: TH400, 1:1 3rd gear with a 31.9" tire and 3.08's vs. T56 .5:1 6th gear with a 28" tire and 4.88's. Not too much difference regarding cruise speeds. Turbo's like high gears, so going with a 3.08 with a 1:1 3rd gear makes it work for me. It's equivalent to having an 80E with 4.10's which is what a lot of people run around here with less parastic drag, less weight, ability to shift myself and have a transbrake. Not to mention the TC choices and the availability and cost of replacement parts.
You can get almost any set of gear ratios too for a TH400 from John Kilgore.
from my experience with 400/80 you need gearing but im also around NA applications for most part
but for you best of luck
03-22-2007, 12:57 PM
#26
Originally Posted by Quik
for you is one thing for DCracer is another. and if you were comparing to me i run on 30" tall tires on hte street for cruising.
from my experience with 400/80 you need gearing but im also around NA applications for most part
but for you best of luck
from my experience with 400/80 you need gearing but im also around NA applications for most part
but for you best of luck
DC? GM lol
i think the 80e is gonna be best for my setup, i just wish there was a way to get rid of all the aluminum in them... like my 60e has eater 3 pumps now, it sucks... but Im sure the 80e will hold up just fine
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