Th400 question

Tell me everything you know about using a Th400 behind a BBF?

Do you use the JW bell that you would use for the powerglide? I know there has to be some type of machine work process.

i think Denaro has one setup to go behind his BBF

Why would you want to the c-6 is just as strong probably stronger?

From what I hear the Th400 is smaller and lighter than the C6 and just as strong as the C6. Had one guy tell me that he would almost garantee me that if I was running a c6 he could cut my 1/4 mile times .5 to 1 sec switching over to a Th400. Especially in a Lightning.

Well I cant completely disagree it may be a little lighter(my guess less than 50 lbs) but most believe a c-6 robs horsepower but when you rollerize it that theory gets tossed.

I understand how good a c6 can be built and have priced high dollar units coming out of Tx. I just don't know anything about the Th400.

ck these links out

http://www.460ford.com/forum/showthread.php?t=129199&highlight=th400

http://www.460ford.com/forum/showthread.php?t=128588&highlight=th400

Jones,

The turbo 400 has its place, snd that place is behind Chebby motors. I'm not saying that purely out of brand loyalty, because to get the 400 to work on a bbf will take $$$. Then you have to build the trans itself, $$$.

You might as well just build a fully rollerized C6 and skip all the adapter and converter hassles.

Once you get over 700 HP or so, a turbo 400 and a C6 will cost about the same to build, and the C6 will be stronger.

Greg

I would have to call BS on .5 to 1 second improvement over a C-6 IMO.I think he's really off in the .5 to 1 second comment i just can't see that happening seems pretty generous IMO.

Later Mark.

Mark Miller wrote:I would have to call BS on .5 to 1 second improvement over a C-6 IMO.I think he's really off in the .5 to 1 second comment i just can't see that happening seems pretty generous IMO.

Later Mark.

He was comparing a c6 like l plan on purchasing, (clutches, steels and manual valve body.) to one of his stage 1 or stage 2 transmissions. (rollerized, billet aluminum drum, etc)

jones wrote:

Mark Miller wrote:I would have to call BS on .5 to 1 second improvement over a C-6 IMO.I think he's really off in the .5 to 1 second comment i just can't see that happening seems pretty generous IMO.

Later Mark.

He was comparing a c6 like l plan on purchasing, (clutches, steels and manual valve body.) to one of his stage 1 or stage 2 transmissions. (rollerized, billet aluminum drum, etc)

I doubt the .5 to 1 second gain as well. Plus, it's kind of an apples to oranges comparison based on your quote. Hell, I'd do a glide anyway. You don't need a three speed with the torque you're going to have!

I thought about this a little last night and I have to agree with Mark I dont think it is possible to see that much difference between the two trannys unless the c-6 has worn out clutches and is slipping. If you build it according to Franks specs it doesnt cost any more than what it will for this guy to build his stg1 or stg 2 t-400 and in my OPINION you will have a better tranny. Most of the time the guys making the suggestion and claims to do this typically build chevy trannys and dont want to spend the time to learn to build a ford tranny correctly.

Dollar for Dollar the c-6 is the way to go period. The transmissions are are with in 5lbs of each other stock to stock comparison.A light weight Rossler without bellhousing sells for about 6000$ a loaded full roller c-6 with converter is about half that(3500$) I will weigh a dry C-6 and let you no the accual weight of it and the Th400.

No reason for a t400 here unless you want to waste money.

Just weight a complete but dry c-6 stock 145lbs and a stock AOD 141lbs with dipsticks and nuetral safety switch. Thought this might help..

whitefield wrote:Dollar for Dollar the c-6 is the way to go period. The transmissions are are with in 5lbs of each other stock to stock comparison.A light weight Rossler without bellhousing sells for about 6000$ a loaded full roller c-6 with converter is about half that(3500$) I will weigh a dry C-6 and let you no the accual weight of it and the Th400.

ive talk to guys who switched, there was no .500 gain, a lightning ? it had a e40d,switching to any 3 speed will proably pick that up et

Turdbo400
1. expensive bellhousing,
2. High gear sprag
3. custon flywheel
4.same weight as C-6 + or -
5. if you push it in neutral after run it lays the high gear sprag over, new sprag


C-6
1. stock Bellhousing
2. no custom flywheel
3. full roller not much if any drag
4. stronger than Turdbo400


for the same money the C-6 hands down.....

Randy

whitefield wrote:Just weight a complete but dry c-6 stock 145lbs and a stock AOD 141lbs with dipsticks and nuetral safety switch. Thought this might help..

cool...good info to know since I have an AOD

if adapter plate, would be the same as PG. see no gain doing it.

In this months Hot Rod in the Drag week coverage there is a couple TH400's spewed out on the ground getting a parking lot rebuild. With all the power that Frank puts through his C6's I don't understand why anyone would waste money putting one behind a Ford.

jones,

Like Nevs said that's a apples to oranges comparisome.Even still i think a .1 or .2 at best would be the only advantage.Now put the same parts in the C-6 that you put in the TH400 and i bet it would be even.I agree with the others it would just be a waste of money going with the TH400 over the C-6 IMO.

Later Mark.

How come you never see a c6 in a high power drag car. All I ever see is Power glides, th400, lencodrive and brunodrives. Yes I have seen c4's and c6's in a bracket class car. My point is there is one side that says the th400 is a much better transmission than the c6. Just as some of you talk about the powerglide. I would love to go with a c4 but almost everyone agrees I would be looking at a rebuild every year due the the weight of my truck.

jones wrote:How come you never see a c6 in a high power drag car. All I ever see is Power glides, th400, lencodrive and brunodrives. Yes I have seen c4's and c6's in a bracket class car. My point is there is one side that says the th400 is a much better transmission than the c6. Just as some of you talk about the powerglide. I would love to go with a c4 but almost everyone agrees I would be looking at a rebuild every year due the the weight of my truck.

The high power cars make way too much torque so everyone runs a glide at that point to soften the launch. I think the other point about the TH400's is the typical BBF/C6 miss-information from people like greasebucket on the other site. All these keyboard experts that don't know crap. If Merkyl can build one to take his 1600 hspr then I don't think strength is the issue. You seem to hear about people having to rebuild there th400 more often than you hear about c6's. The question to you would be "if there is 1 or 2 tenths difference is it worth the reliability issues". Are you going to run a heads up class where every tenth matters? It's obviously a personal decision but I like reliability and low maintenance.

I agree that just the fact of having to purchase a jw bell housing and fly wheel already throws a plus in the c6 side. One problem I have is no one local can build a c6 and make it last. The last one I had built only lasted 3 months and the transmission guy blaimed it on the converter. Yet the c6 never shifter right from the begining. I don't have enough money to have a c6 unit out of TX and the guy from canada shipping cost would throw him out. With all of that said this is the only website that has faith in the c6 and knocks the th400 with nothing good to say. So it appears to me that some folks might be a little bias. Yet powerglides are kings here.

Which I probably will go with a c6 from PTC, but I also have a Th400 that I will get a quote from a local builder that has been highly spoke of. Couple of 3600lb cars running in the mid to low 8's in the 1/4 using this builder with no problems.