|
Re: Why is a turbo 400 better than a 727?
[Re: Kam*Kuda]
#1114277
11/20/11 08:41 PM
11/20/11 08:41 PM
|
Joined: Aug 2003
Posts: 43,986
Bend,OR USA
Cab_Burge
I Win
|
I Win
Joined: Aug 2003
Posts: 43,986
Bend,OR USA
|
Last edited by Cab_Burge; 11/20/11 08:43 PM.
Mr.Cab Racing and winning with Mopars since 1964. (Old F--t, Huh)
|
|
|
Re: Why is a turbo 400 better than a 727?
[Re: hemigod426]
#1114278
11/20/11 08:54 PM
11/20/11 08:54 PM
|
Joined: Jan 2003
Posts: 4,244
Canada
Kam*Kuda
OP
master
|
OP
master
Joined: Jan 2003
Posts: 4,244
Canada
|
Quote:
Quote:
I see many high horsepower cars using a turbo 400 with lots of luck.
What are the internal workings that allow a 400 to be upgraded and work well.
Where are the weak points in the 727 or 400?
looking at 850-1000hp street strip car.
seams like the new hot setup is powerglide with gear vendors overdrive,many fox body and newer mustangs run then with out fail, with sick 8-9 second 1/4 miles passes on real street cars with turbos or chargers 800-1200 hp
Interesting option....
http://www.gearvendors.com/racing.html
Quote:
DRAG RACING Powerglide
The GEAR VENDORS in combination with the Powerglide is an affordable, reliable, and very efficient package. This is a superior alternative for most cars thinking of going to a Th400. The GEAR VENDORS .78 to 1 ratio allows you to go to a numerically higher rear gear to improve your 60ft. times and get it all back with the overdrive. The reciprocal of our ratio is 1.28 so a car that currently runs a 4.56 rear could go to a 5.84 without loss of top end. You will have these improvements with reduced cost, greater reliability, and lower parasitic losses when compared to 3-speeds. Using a lower rear end ratio also lets you keep a close ratio spread on your glide for more power at the 1-2 shift. Many cars with 1200hp or less will also find benefit in using 1st-over which will net a really nice 4spd spread of 1.76, 1.33, 1.00, 0.78. or 1.82, 1.41, 1.00, .78
The overdrive is switched on with 12-volts and so is easily adapted to steering wheel buttons or automated through our AutoShift sequencer or rpm switches. The product is ideally suited in stock form for cars with 1200hp or less and in this case is virtually indestructible, literally running for seasons of use without maintenance other than fluid. Cars with more than 1200+ horsepower can be accommodated but you should call the factory so hydraulic issues dealing with clutch ramp timing can be properly adjusted for your application weight and hp.
|
|
|
Re: Why is a turbo 400 better than a 727?
[Re: Steve1118]
#1114280
11/20/11 11:18 PM
11/20/11 11:18 PM
|
Joined: Jan 2003
Posts: 4,244
Canada
Kam*Kuda
OP
master
|
OP
master
Joined: Jan 2003
Posts: 4,244
Canada
|
Quote:
.....not this again.... 
Not sure what you are talking about??
but thanks for your input
|
|
|
Re: Why is a turbo 400 better than a 727?
[Re: Mike Swann]
#1114281
11/20/11 11:42 PM
11/20/11 11:42 PM
|
Joined: Dec 2006
Posts: 3,667
Arizona
Chris'sBarracuda
master
|
master
Joined: Dec 2006
Posts: 3,667
Arizona
|
Quote:
Quote:
My question is, how do they get the chrysler transmissions to hold good power in comp eliminator? Lots of engines over there are in 1000-1200HP range. Also, in that same case, they perfect their converters so why are they not limited? Lots of them are being used in gm and chrysler applications
3 words; Dave Smith Protrans.
I am about ready to start a 2300HP TF with him. Why? because the last trans I bought from him has 600 runs on it, one rebuilt, clutches only. This is with 1000 ft-lbs of torque, going in. I can tell when its time to rebuild by the 1/2 shift data trace.
Putting it another way, how many of you guys get your 10 inch superduty converter stall speed to 7500 rpm?
Chris.. 
|
|
|
|
|
It was not maintenace free but it was less maintenace than the Mikes Ultraglide he had in the car before 
He is a busy man, you may need to leave a message several times sometimes 
before he calls you back, it is worth the wait if you want the best parts out there 
