Top 19 How Much Does A Turbo 400 Transmission Weigh 10143 Good Rating This Answer

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The TH400 is 24.37” long and comes in at a weight of 135 pounds dry. This transmission does vary in the amount of fluid required, based on certain specifications such as which torque converter is used. That being said, a common fill volume is between 11-12 quarts for a stock transmission.Features of the TH400 Transmission

Weighs 135 pounds without fluid.It is widely regarded to be a supremely durable and legendary transmission. The TH400 is conservatively rated at 450 ft. lbs. of input torque.

Contents

How much does a turbo hydramatic 400 weigh?

Features of the TH400 Transmission

Weighs 135 pounds without fluid.

How strong is a Turbo 400 transmission?

It is widely regarded to be a supremely durable and legendary transmission. The TH400 is conservatively rated at 450 ft. lbs. of input torque.

Is a Turbo 400 better than a Turbo 350 transmission?

1. Is there a big difference between a Turbo 350 and Turbo 400 – and which one do I want? They are completely different transmissions. The Turbo 400 is larger, longer, and heavier than the Turbo 350 and was designed to live behind higher-torque applications such as big-blocks.

How much horsepower can a Turbo 400 transmission take?

About 400-450 HP/TQ is the limit on the stock TH400. With ONE almost free modification and some minor valve body calibration changes, 800 HP on an otherwise stock TH400 is not a problem if it’s assembled well (good endplay, etc), and the 34 element sprag is a wise addition above 450 HP or any drag usage.

How much does a TH350 transmission weigh?

The 350 transmission is 21-3/4″ long and its one-piece case is cast of aluminum alloy. It features an integral bellhousing. The TH350 weighs 120 lbs. It has a distinctive oil pan that is chamfered at the passenger side, rear corner.

How much does a 4L80E weigh?

It features a dry weight of 254 lbs. and can weight up to ~268 lbs. full. Like earlier automatics, the 4L80 features one line pressure tap available for testing and diagnostic purposes.

What is the strongest automatic transmission?

The Chrysler TorqueFlite A-727 (better known as just the ‘727’) is to this day one of the strongest automatic transmissions ever built.

Is a TH400 good for towing?

In general, the Turbo 400 can be built to handle as much as 500 hp and tow up to 13,000-pound trailers-although not necessarily daily.

Is a 700R4 better than a TH400?

The 700R4 is an improved and upgraded model compared to its predecessors-TH350 and TH400. The GM THM700R4 is a 4-speed automatic-shift overdrive transmission installed longitudinally (front to back) over vehicle chasses. The 700R4’s performance is comparable to the GM 200-4R but sports a lengthier transmission.

What’s better powerglide or TH400?

Powerglide Versus TH400

In these types of applications, a Powerglide is the ultimate in consistency as well. On the other hand, for cars that will see any street time at all, a TH400 is a better option. In race cars, compared to a Powerglide a TH400 is better suited for cars with large tires and taller rearend gearing.

How much longer is 4L80E than TH400?

Also, the 4L80E transmission is typically about 4 inches longer than a TH400 (depending on the length of the extension housing), but the trans mount is located roughly 112 inches rearward. Most of the concerns about rL80E transmission revolve around the need for electronic control.

How Much ATF does a TH400 hold?

Transmission Fluid Capacity
Transmission (w/ Stock Pan)	# of Quarts
GM TH400	6
GM Powerglide	4
GM 700R4/4L60E	6

Are all TH400 the same?

They are, for the most part, interchangeable on the same vehicles; however, you would normally find the TH400 in larger engine applications because they are able to function more reliably at higher engine rpms.

How much horsepower does a 700R4 have?

The newest version of the 700R4 Super StreetFigher™ (Part #371200) includes all of the features of the original, as well as the ability to handle 1000 horsepower. It is updated with a new 300M input shaft that allows for much greater torque capacity.

How can you tell if a turbo is hydramatic?

The Turbo Hydra-Matic 700R4 can be identified by an oil pan number six shown at General Motors Transmission Pans. The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket.

What is the difference between 4L60E and 4L70E?

The Unique Differences Between the 4L70E and 4L60E

For instance, the output shaft is different, and the 4L70E now bears an input shaft speed sensor. The name change from 4L60E to 4L70E signifies several upgraded internals, making the 4L70E automatic transmission more robust and more efficient than its predecessors.

What did the 4L70E come in?

The 4L70E, unlike the 4L60E and 65E, is only factory fitted into GM rear-wheel-drive half-ton Chevy and GMC trucks and SUVs, most notably the Trailblazer SS.

Are all TH400 transmissions the same?

Powerglide vs. turbo 400, and why I’m changing

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The GM TH400 Transmission

History of the TH400 Transmission

Features of the TH400 Transmission

Turbo 400 Transmission Identification

Transfer Case of the TH400 Transmission

Engine Compatibility and Adaptability

Common TH400 Problems

The Bottom Line

The GM TH400 Transmission: An Overview - Gearstar — The GM TH400 Transmission: An Overview – Gearstar

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History

Identification

Transfer Case Adaptability

Engine Compatibility and Adaptability

TH400 Parts

Summary

The Novak Guide to the GM TH400 Automatic Transmission

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Twelve Common Questions and Misconceptions About Automatic Transmissions

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Add a 2500 stall converter in there…
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How much power can a STOCK t400 handle? | V8buick.com

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Turbo 400 Weight | NastyZ28.com

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how much does a TH400 weigh – LS1TECH – Camaro and Firebird Forum Discussion

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Common Problems

Turbo 400 Performance Specs

Materials and Size

Turbo 400 Transmission (TH400): Specs and Parts - HCDMAG — Turbo 400 Transmission (TH400): Specs and Parts – HCDMAG

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Sucuri WebSite Firewall – Access Denied

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How much does a 400 transmission weigh

Is a powerglide a good transmission

The GM TH400 Transmission: An Overview

The TH400 or Turbo 400 is a good transmission that was used in several cars years ago. This popular transmission was found in GM’s cars, as well as, Rolls-Royces, Jeeps, Jaguars, Ferraris, etc. The TH400’s high-level of adoption could be tied to its remarkable features, and it proved that people can once again rely on GM transmissions.

But what were these features sported by this durable and legendary transmission, and generally, what set it apart from other transmissions from this manufacturer? An overview of the TH400 transmission will give you a better idea. Read on to find out!

The GM TH400 Transmission

The GM TH400 transmission is a three-speed automatic transmission that was longitudinally positioned behind the engine. This placement is aimed at providing the best power ratio and durability for rear-wheel drive. The TH400 has been rated at 450 ft. lbs. of input torque, nonetheless, aftermarket designs that have been modified may go beyond that rating.

History of the TH400 Transmission

The TH400 was launched by General Motors in 1964, as a replacement to the ST300 2-speed automatic transmission. It was used in a wide range of vehicles, hence, it was not just exclusive to GM cars.

Upon its launch, the TH400 was evident in Buicks and Cadillacs, and a year later, it was used in Chevrolet and Oldsmobile cars. Buick, Olds, and Cadillacs that were later launched between 1965-1967 also featured the transmission but with an innovative variable-pitch stator. This stator helped to vary the torque converter’s characteristics, and you can tell a car has this stator by the two-prong plug on the case.

In the 1970s, the TH400 was used in heavier-duty GM trucks and it was available in 2wd and 4wd configurations. The naming of the TH400 was changed to 3L80 (3-speeds, Longitudinally positioned, 8000 lbs. GVW or Gross Vehicle Weight) in 1990 to make it easier for buyers to identify the transmission.

The change in naming does not come as surprise since some GM transmissions were also renamed (for example the 700R4 to 4L60). Around the same time when the TH400’s name was changed, an overdrive version called the 4L80-E was launched.

This is an electronically controlled transmission that is still being produced and used in a range of heavy-duty GM and military cars/trucks. Generally, here’s a list of cars that used the TH400 transmission:

1965-1967, 327 V8 (Rambler/AMC) 1968-1971, 350 V8 (Buick) 1969-1972, 225 V6 (Buick) 1972-1975, 232 I6 (AMC) 1975-1979, 258 I6 (AMC) 1972-1979, 304 V8 (AMC) 1972-1979, 360 V8 (AMC) 1974-1975, 401 V8 (AMC) GM Jaguar Ferrari Rolls-Royce

Features of the TH400 Transmission

The features of the TH400 Transmission enabled it to provide improved performance over previous transmissions. It was also durable, and these characteristics can be tied to the following:

Aluminum and iron construction. Weighs 135 pounds without fluid. Bell housing integrated into the transmission. First gear: 2.48:1, Reverse gear: 2.08:1, and third gear is an even 1 to 1. Came with three tail shaft lengths.

Turbo 400 Transmission Identification

The Turbo 400 transmission can be identified in the following ways:

1. External Build

The TH400 transmission comes with a case made of cast aluminum alloy to give it strength and durability. The case is very smooth and its length sits at length of 24-3/8″ long. This TH400 is the largest of the common GM automatic transmissions, however, the transmission still maintains a compact design.

There is a hex bolt pattern on the rear mounting face of the transmission and the ribs run forward longitudinally. In line with that, the fluid pan has an irregular shape.

2. Variants of the TH400

There are two variants of the TH400, and these are the TH375 and TH475. The TH375 was used in smaller displacement cars between 1972-1976. In contrast, the TH475 was used in larger trucks from 1971 since it is an extra-heavy-duty version. One can easily different either these variants apart by looking out for the “375-THM” designation cast on the bottom of the tail housing.

TH350 vs. TH400

A simple way to differentiate them is to check the kick-down mechanism. The TH400 transmission takes advantage of an electrical slide switch controlled by the throttle linkage. On the other hand, the TH350 uses a mechanical cable kick-down that is connected to the throttle linkage. Despite the difference, the TH400 is considered the heavy-duty version of the Turbo-Hydramatic 350.

Transfer Case of the TH400 Transmission

The TH400 can easily be adapted for use in most Jeeps longer than CJ5s, and as such, it is an excellent conversion transmission. Whether it’s the 2wd and 4wd versions of the Turbo 400, either of these can be used. Nonetheless, the 1976-1979 AMC case is similar to that of the TH400’s, from the collar of the case and back, however, it is tilted about four degrees.

Engine Compatibility and Adaptability

The engine compatibility and adaptability of the TH400 transmission include:

1. AMC/Mopar Jeep

The earliest Turbo 400s in Jeeps featured a factory adapter plate, whereas older AMC versions came with a dedicated AMC style case. It is entirely possible to make the Chevy 400 compatible in the AMC I6 & V8 engines. As an upgrade of this nature can result in a more enhanced Jeep powertrain over 727, 999.

2. Chevrolet

The front face of the TH400 is compatible with the Chevy 90 degree “Small Block” or the “Big Block” patterned engines.

3. Buick / Olsmobile / Pontiac / Cadillac

The TH400 is compatible in Buick engines especially when you use a Buick V8 or V6 version of the transmission.

Common TH400 Problems

The TH400 may have offered improved performance over its predecessor, the ST300, but it still came with its own problems. Notable among this is an early shift and less efficiency when the engine revs high. The latter occurs when the kick-down switch, responsible for shifting between gears and maintaining maximum RPMs, stops working. The switch would’ve helped in, efficient power usage.

On the other hand, the cause of this problem can be tied to the wrong placement of the vacuum hard-line, moving from the intake manifold with a pliable rubber line. The heat generated by the engine and transmission leads to the deformity of the rubber, thereby failing to hold the pressure properly. Another problem of the TH400 is the possibility for its transmission fluid to leak gradually into the hose if the seal is not fixed properly.

The Bottom Line

An overview of the TH400 transmission shows it is a durable transmission that can give a good performance. The TH400 was used in a wide range of cars from GM as well as other manufacturers. Interestingly, the transmission can be adapted for use in several engines today. In the end, whether it’s a new or aftermarket TH400 you settle for, you are bound to get the full benefits offered by this transmission.

The Novak Guide to the GM TH400 Automatic Transmission

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The Novak Guide to the

GM TH400 Automatic Transmission

The TH400 is an automatic shift, three-speed, longitudinally positioned transmission. It is widely regarded to be a supremely durable and legendary transmission.

The TH400 is conservatively rated at 450 ft. lbs. of input torque. Aftermarket building techniques take it well past that figure.

History

The Turbo 400 was introduced in 1964 in Buick and Cadillac cars and in Chevrolet and Oldsmobile cars the following year. An innovative variable pitch stator was available in the 1965-1967 cars that could essentially vary the characteristics of the torque converter.

The TH400 made its way into heavier duty GM trucks in the 1970’s in 2wd and 4wd configurations. The 400 was not just a GM exclusive transmission. It is an immensely popular transmission in the automotive industry as well as the aftermarket. They are found in GM’s, Jeeps, Jaguars, Rolls-Royces, Ferraris and others.

As with other GM transmissions, GM changed the naming scheme of the TH400 in 1990 and it was then referred to as the 3L80 (3-speeds, Longitudinally positioned, 8000 lbs. GVW). An overdrive version of it was introduced as the 4L80-E. This electronically controlled transmission remains in production and wide use in heavy-duty GM and military applications.

Identification

1965-1967, 327 V8 (Rambler / AMC)

1968-1971, 350 V8 (Buick)

1969-1972, 225 V6 (Buick)

1972-1975, 232 I6 (AMC)

1975-1979, 258 I6 (AMC)

1972-1979, 304 V8 (AMC)

1972-1979, 360 V8 (AMC)

1974-1975, 401 V8 (AMC) The TH400 and Jeeps have quite a history together. This list is of the Jeep powertrains that had this excellent transmission. The TH400 came in 2wd or 4wd Jeeps, coupled either to the popular Model 20 (or Model 21, in a few rare cases) transfer case or the Quadra-Trac, the latter being an option from 1973 to 1979. The early versions had factory block adapters. Later AMC versions had their own case with no adapter.

The 400 transmission has a main case of cast aluminum alloy with a length of 24-3/8″ long. Its aluminum case is essentially smooth. The rear mounting face of the transmission has a hex bolt pattern with ribs running forward longitudinally. The fluid pan shape is irregular (see image, left), being likened unto a distorted Texas pattern. The TH400 is the largest of the common GM auto transmissions, but still surprisingly compact in light of the immense power they can handle.

There are two significant variations of the TH400. The TH375 was a version of the transmission used from 1972-1976 in smaller displacement cars. It is identified easiest by its “375-THM” designation cast in the underside of the tail housing. The TH475 was an extra-heavy-duty version, and was found in larger trucks from 1971 on.

If you are trying to determine the TH400 from another in a vehicle, a fast way to tell is to look at the kick down mechanism. The TH400 uses an electrical slide switch, which is controlled by the throttle linkage. The TH350 uses a mechanical cable kick-down mechanism that is attached to the throttle linkage.

An interesting variable pitch stator feature of the Turbo 400 was available in 1965-1967 Buick, Olds and Cadillacs. These are identified by the two-prong plug on the case. While 1970-1974 models also had this plug, it is for the transmission controlled spark system.

Transfer Case Adaptability

The Turbo 400 as adapted to a Jeep or IH Dana 20 transfer case.

This transmission makes an excellent conversion transmission due to its adaptability into most Jeeps longer than CJ5s. Both 2wd and 4wd versions of the Turbo 400 can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly.

It is of interest that the 1976-1979 AMC case, while more or less similar from the collar of the case, back, is tilted about four degrees. This was presumably for transfer case clearance purposes. Novak’s #134 & #141 adapter designs compensate for this clocking to re-level the adapter and mount assembly.

2wd transmissions feature conical shaped tailhousings and an output yoke, which are replaced with a typically shorter 4wd style output shaft (included with our adapter assemblies) of varying lengths and spline counts, depending on the application. The HydraMatic can be adapted to the popular Jeep (and many IH) transfer cases, including the:

A factory Jeep design of the TH400 adapter to the Dana 20 transfer case. OEM adapters are highly prone to breakage. Novak offers a strengthened reproduction of this adapter (#8624113) to replace these broken units, in addition to our superior dual-bearing design #124 adapter kit.

Essentially all factory GM 4wd applications available with an OEM configured TH400 have adapters and transfer cases that are prohibitively long for a Jeep, and transfer cases whose sizes and gearing fall short of desirable for most Jeep applications.

Engine Compatibility and Adaptability

A turn-key TH400, professionally built, OEM style or adapted and delivered to your door – ready for a variety of engines and Jeep transfer cases. Read more…

Chevrolet

The front face TH400 is natively compatible with either the Chevy 90 degree “Small Block” & “Big Block” patterned engines (image, left), including the V6, V8, I6 & Iron Duke I4 (the latter mentioned only for accuracy and perhaps some comedy).

These differences only affect the front bell of the case, and all Turbo 400 cases are largely similar from that point back.

Buick / Olsmobile / Pontiac / Cadillac

Buick engines and TH400’s are natively compatible when choosing a Buick V8 or V6 version of the transmission. All Buick, Olds, Pontiac and Cadillac TH400’s share the same engine pattern, commonly refered to as the “BOPC” pattern.

AMC V8 to TH400 torque converter sizing ring

A part often overlooked by installers is the factory Jeep sizing ring or shim bushing between the TH400 torque converter pilot and the AMC crankshaft bore. This ring is critical for the precise centering of the torque converter to the crank. Failure to install this part can cause front pump failure and other issues.

Novak manufactures and carries this part under Jeep #J5352374 or #5352374, as seen here.

AMC/Mopar Jeep

The first Turbo 400s found in Jeeps had a factory adapter plate, while later AMC versions had a dedicated AMC style case.

The Chevy 400 can be made compatible with AMC I6 & V8 engines. See our Kit #437AMC for details. This conversion can help make for an improved Jeep powertrain over 727, 999, AW4 and other, lesser transmissions.

TH400 Parts

Novak does carry a full line of parts for the TH400 transmission, including OEM grade and upgrade components for individuals working on their transmissions. If interested, we welcome you to contact us.

Summary

A fantastically designed and built transmission, the Turbo 400 is broadly popular for Jeep conversions. They are very servicable, buildable and their strength puts them into the top tiers of Jeep sports and performance applications.

Twelve Common Questions and Misconceptions About Automatic Transmissions

Forget things like nuclear power, lasers, and freeze-dried ice cream. When it comes to back-engineered alien technology, the automatic transmission is a marvel of seemingly otherworldly intelligence. General Motors introduced the first Hydramatic transmission in the 1940 Oldsmobile. That was seven years before the Roswell incident, but who knows? Maybe flying saucers had been buzzing around Detroit the previous decade and the one that supposedly crashed in New Mexico simply burned up a couple of clutch bands in its intergalactic slushbox.

Amazingly, the basic design of the modern automatic transmission hasn’t changed much from the early Hydramatics introduced 75 years ago – and they’re still the source of confusion and apprehension among enthusiasts who view their workings and performance nuances as a black art.

There’s not enough room here to explain everything about the design, operation, and performance capabilities of automatic transmissions, but in this second in a series of explanatory features, we answer some of the most common questions and explain the more misunderstood aspects of GM automatic transmissions and related performance features.

Don’t worry. There are no alien probes involved.

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The Turbo 350 (top) and the Turbo 400 (bottom) are the quintessential GM automatic transmissions. Both are three-speeds, but the Turbo 400 is physically larger and designed more for the torque capacity of big-block engines.

1. Is there a big difference between a Turbo 350 and Turbo 400 – and which one do I want?

They are completely different transmissions. The Turbo 400 is larger, longer, and heavier than the Turbo 350 and was designed to live behind higher-torque applications such as big-blocks. That doesn’t mean the Turbo 350 is weak in comparison. In fact, with all of the enhancements from companies such as TCI Automotive, Performance Automatic, and Hughes Performance, both transmissions can be built to match very high power levels. When it comes to picking one for your vehicle, we’ll always side with lighter and smaller whenever possible. You’ll also want to consider what type came originally equipped in the car. Changing to a Turbo 400 in an original Turbo 350 car will require mounting/crossmember modifications and likely a shorter driveshaft. If you’re worried about the ultimate strength of the transmission, consult one of the transmission specialists for upgrades.

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A mainstay of drag racers decades after it went out of production; the simple, durable two-speed Powerglide continues to send drag racers down the strip.

2. Why is the Powerglide transmission so popular in drag racing?

In the high-tech 21st century, it seems antithetical that racers would rely on an archaic, two-speed automatic gearbox, but there are several good reasons: simplicity, low inertia, and versatility. The simplicity of the Powerglide makes it easier and faster to work on, while contributing to lower weight than three- and four-speed transmissions. Only two gears means less inertia is required to spin it, too, which translates into more power getting to the pavement. As for versatility, there are tons of available First gear ratios that make it easy to tailor the trans to the rest of the engine and drivetrain elements – and a big-torque engine doesn’t need numerically high gear ratios to get the car launched, so the simple Low and High gears are ideal for a quick blast down the strip.

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The Hydramatic 200-4R (shown) is a good swap choice, but isn’t as easy to find as a 700-R4.

3. Which is better: the 200-4R or the 700-R4?

This is one of those questions akin to asking who in your town makes the best pizza. Everybody has an opinion and they’re not necessarily wrong. The 200-4R was introduced in 1981 and its design roots lie in the Turbo 350. In fact, its overall size and length are comparable to the TH350, which makes swapping one comparatively easy into a vehicle originally equipped with the Turbo 350. The rear crossmember has to be relocated, but the original driveshaft can be retained. The 700-R4 debuted in 1982 and was renamed 4L60 in 1990. It offers comparable performance characteristics to the 200-4R, but it’s a longer transmission and a swap into an older vehicle requires a new crossmember and a shorter driveshaft. In the 700-R4/4L60’s favor is economy of scale. They were made in the millions and for much longer than the 200-4R, so used examples are plentiful and cheap. The 200-4R is getting a little harder to find these days.

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The 4L60 series is the 350 small-block of overdrive transmissions – it fits everything and is durable and economical.

4. What about the 4L60 series overdrive transmissions? Are they better than a 700-R4?

See #3 above. The 4L60 and the 700-R4 are the same transmission. General Motors changed the name in 1990 to 4L60 as part of a new naming convention that continues today. The 4 stands for four-speed, the L stands for longitudinal (i.e., the north/south orientation of the powertrain in a rear-drive vehicle), and 60 stands for the relative torque capacity. Some suggest pre-1987 700-R4 transmissions are more problematic than later editions, but that’s not a universal belief. Higher-torque versions of the family include the 4L65E and 4L70E, which have five-pinion gearsets versus the 4L60’s four-pinion design, for enhanced strength.

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The 4L80 family is the choice for big-block engines and has its roots in the Turbo 400.

5. What about the 4L80 series?

Just as the 200-4R was an extension of the Turbo 350, the 4L80, which was introduced in 1991, was developed on the Turbo 400 architecture. That means it has a different case design and dimensions and is not simply a high-torque extension of the 4L60 – although the families are surprisingly close in overall length and width. And like the Turbo 400, the 4L80 was designed for higher-torque applications. Consequently, it is heavier than the 4L60.

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GM’s electronically controlled transmissions take their gear-change commands from a stand-alone controller and require a separate, aftermarket converter to work with mechanical speedometers.

6. What’s the difference between the 4L60 and 4L60E – and 4L80 and 4L80E?

The “E” versions of the 4L60 and 4L80 series transmissions are electronically controlled, meaning a powertrain control module directs solenoids inside the valvebody to activate the valves, compared to the completely mechanical operation of the non-E versions. Using the E versions in an older car requires a complementing controller. The E versions also use an electronic speed sensor to relay information to the speedometer. Signal converters are available to adapt the electronic output for use with conventional mechanical speedometers.

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The maze of channels in a valvebody directs fluid that controls the valve actuation for each gear change.

7. What is the transmission’s valvebody?

It is the nerve center of an automatic transmission. It’s basically a maze of channels and passages that funnel hydraulic fluid to various valves that, in turn, activate the appropriate clutch pack or band servo. Each valve has a specific job, such as activating the upshift from Second gear to Third gear, while another valve controls the downshift from Third to Second. With a computer-controlled transmission such as the 4L60E, electronically activated solenoids are mounted in the valvebody and direct fluid to the clutch packs or bands.

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Shift kits basically reduce the mushy feeling built into a production transmission for smoothness, adding snap to the gear changes for a firmer, more positive feel. Reducing slippage can also prolong the transmission’s life.

8. What does a shift kit do for performance?

Different types of shift kits are designed for different tasks, but generally speaking, a performance-type shift kit is designed to provide firmer-feeling shifts by altering the fluid flow and other elements in the valvebody. While actual vehicle performance (i.e., acceleration) may not be significantly affected, the result is typically a greater feeling of precision. A shift kit can also help reduce wear by reducing the slippage and shift overlap built into many transmissions to give them smoother-feeling shifting. And while it is technically a bolt-on project, it can be an involved one, including spring replacement and even drilling out fluid passages in the valvebody.

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A manual-control valvebody eliminates the automatic gear changes in an automatic transmission – and it’s really designed for the strip, not the street.

9. Is a manual valvebody what I think it is?

If you believe it allows the driver to shift an automatic transmission manually, you’re correct. But unlike clicking up through the low gears in your street car, a manual valvebody totally eliminates the automatic shifting function and puts full gear-change control in the driver’s hand. That means the transmission won’t automatically shift at all. It’s designed for racing, allowing much greater line pressure that makes it harder for the clutches to slip under high loads. Although some hard-core enthusiasts run manual valvebodies on the street, they’re really best left to the dragstrip, off-road course, or perhaps the monster truck you’ve been dreaming of building since fifth grade.

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When clicking through the gears with manual control, a reverse-pattern valvebody can be more intuitive and prevent inadvertently shifting into Neutral.

10. What, then, is a reverse-pattern valvebody?

It’s a modification that reverses the shift pattern for a manual-control automatic, meaning First gear is right below Neutral and the high gear is the farthest from it. The idea is for a more natural-feeling shift pattern on the dragstrip, while preventing inadvertently shifting into Neutral — or worse, Reverse — when clicking up through the conventional automatic shift pattern.

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A transbrake allows a vehicle to achieve the maximum converter stall for higher-rpm launches – much like a high-rpm clutch-dump launch with a manual transmission. This one is from TCI Auto.

11. What is a transbrake and how does it work?

A transmission brake valvebody is designed for hard, optimal-rpm launches at the dragstrip. It’s an electrically controlled device that, when activated, simultaneously holds the transmission in First and Reverse gears, “locking” the transmission and allowing the driver to bring up the engine rpm without holding his or her foot on the brake pedal. When the transbrake is engaged, there’s no torque sent to the driveshaft, so the suspension remains unloaded, which is also better for the launch, and without the need to hold the brake it prevents the car from inadvertently creeping forward through the staging lights. The driver releases the transbrake as the lights come down on the Christmas Tree, disengaging Reverse and launching the vehicle forcefully and at the optimal rpm. Think of it as the automatic transmission equivalent of revving the engine and dumping the clutch.

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Using a delay box can make a car deadly consistent, with near-perfect launches, but some believe it minimizes the human element in racing.

12. So, what then is a delay box?

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