im not sure. at least a few out of the 110,000+ members i would guess.personal, but thats two people giving an input. I guess ill just run them for awhile and be a third either to back up your opinion or start a positive one. I will be inspecting the transmission after a few thousand miles ill get back to this forum then. also, that last post on there is confusing. It goes against your earlier post. You said: And they said: I didnt realise it said polish them, but it say to make it aggressive and yours says smooth. Either way, the transmission is together and staying. Now im having problems with the shift kit. The piece in the oil pump, i unpined it, took out the old spring, tried to put the new spring in. Its alot stiffer, but the last piece (holds some sort of plunger) binds before it makes it deep enough to snap ring it. I can get it to go in without the spring (with some force) but with the spring tension theres no way. Also tried a clamp, but it didnt work either. what to do? thanks
i read it to mean that he polishes them because they are to aggressive out of the box. hard shifts in a heavy boat make for lots of potential breakage in the driveline and differential area.. i tend to pay attention to what professionals have to say but hey to each his own.:TU:
A little bit of insight for you. The two people who posted in that topic are Steve Oldani, fairly well known trans builder. He does lots of Glide stuff for some very fast cars. The other guy is a gentleman by the name of Tony who works for Hughes in AZ. He is the lead trans guy and taught all of Hughes trans techs. Those aren't just two guys off the street... and I've built a couple of transmissions in my time, actually a couple this week. :TU:
Uh-oh! :shock: :shock: If you guys remember my "official th400 rebuild thread", on advice from experts if you recall, I removed all my wavy plates and did some tricks for the firmest shifts possible. Now my 4,500 lB. car cracks 'em loose good on full throttle 1-2 shifts. I doubt my Nailhead makes more that 250HP at the rear tires, but now I'm worried that one day I might just find a cracked tailshaft housing back there! ou:
The tailshaft housing isn't usually an issue. On a TH400 or TH350 the common failure area is the intermediate sprag. This can fail due to overly harsh 1-2 shifts, incorrect burnout technique, or manual downshifts from 3-2 under deceleration. You can leave out the cushion plates and not have too much of an issue, it's just not necessary and causes harsh "garage" shifts which cause stress but usually not breakage. However, leaving out the cushion plates is not the method to obtain firm shifts. Leaving out the piston return springs isn't either. You get harder shifts by modifying the accumulators and orificing. You just have be very careful about how much you do, particularly when it coems to accumulators. Many kits totally disable the accumulators, this is OK sometimes and not others. Some kits have you drill the orifices overly large, this makes part throttle shifts too harsh. A trans should shift progressively more firm as the load/throttle increases.
After reading this thread, I think I may go back in there and put my wavy plates back in. One more thing, I had to crank my vac modulator way out in order to get smoother shifts at part throttle. I hope wavy plates will help that a little too. :idea2:
