[e129745]

Excellent info here, lots of experience and talent...

`68 Olds Cutlass, ~3600 lbs.(?) not counting my fat assembly.
I do not straight-line race as in 1/4 mile. Street only, I look at it as road race, (scary to put that in writing), but that's how it is. I'm building it to accelerate fast, stop fast and do it all with cornering involved, staying on the black. I am trying not to break things, as well. I had my 13" torque convertor cut open and built to "high stall Jaguar" specs, that's what I was told by Dynamic Convertors. Furnace braze, full roller thrust, etc. I didn't want a loose coupling that might get me happy 60ft/times, instead want a tight response to my right foot.
Most all of my questions have been answered and my build progresses. I've made 99% of my decisions and 100% of my purchases, so far. I ran the TCI #4000000 "Performance Modification Kit", (their words), for quite a few years and was quite satisfied. At tear down, I found two issues that may be a result of TCI's infamous use of higher line pressure.
1). Direct frictions were worn to and beyond fluid grooves and wavy was blued and flat. I replaced the wavy with a flat steel and replaced the heat-checked pressure plate.
2). The 1-2 Accumulator spring came out in 2 pieces.
The OEM VB separator plate's 2nd clutch feed dia. is .061 and 3rd clutch feed dia. is .176. The new TCI rebuild kit came with a VB separator plate that blocks the feed to the 2-3 accumulator, and has both 2nd and 3rd clutch feed dia.s of .120 each, and instructs to omit check ball at 1-2 shift (#4) location per ATSG pg. 24. TCI says their supplied pressure regulator spring makes 180-200 psi.
All righty then,
Should I use this TCI spring or use OEM with TCI VB separator plate? If I use the TCI PR spring, should I restrict the torque convertor feed? Exactly where on pump halves? Reference ATSG pg 17. (JakeShoe)?
I am concerned with Intermediate clutch snap ring to case lug breakage. My Forward and Direct clutch stack assembled with ~ .050 clearance both. I am hoping to see an assembled clearance of .030-.050 for the intermediate stack.

Now, about that beer...
Thanks in advance,

Patrick

PSumps don't make pressure, restriction does...

[SSedan64]

Snap Ring Supports:
http://www.rosslertrans.com/Stabilizer.htm
http://www.ckperformance.com/resourc...OMPONENTS.html

Lots of TH400 Tips from Pro Builders, Line Pr., Feed restriction etc..:
http://www.turbobuick.com/forums/tra...-pictures.html

[e129745]

Thanks for the reply Sedan64,

I agree, the Buick's forum has a lot of good info. I appreciate the info on Convertor feed restriction of .100-.110 dia.

This vehicle's design would include the use of engine braking, I.e. Front Band; so the various "case savers" aren't applicable, unless I missed in my searches, a screw in remedy when using the band is not available. Let us know if anyone knows of a source.

Unanswered is the issue of Regulator Pressure.

1.) I plan to use TCI's VB separator plate, I could use TCI's supplied PR spring or OEM PR spring. What do you guys think?? I've read that Jake Shoe strongly suggests OEM pressure is good for my torque/hp numbers. (350 putting out similar to a stock 455)

2.) I am following my understanding to use the 200-4R Snap Ring, I.e. WIT.com P/N U54861B, but I see dimensional issues;
OEM: .0908 THK. - Flat
200-4R: .1165 THK. - Tapered
OEM Case Groove: .1095-.110- Flat

...with those numbers, I want to surface grind the 200-4R tapered surface to .109 and install tapered surface to clutch backing plate. As of now, the snap ring doesn't seat in the case, diametrically.

3.) I intend to us TransGo's P/N 400-RK, Reverse Accumulator Kit. Anybody have experience with this add. I bought it before the tear down and finding the 1-2 Accumulator spring in (actually) 3 pieces, I understand why I notice a bang when i went for reverse. Will the kit effect performance??

Thanks for your info,
Patrick

[e129745]

Having no more replies (thanks to you, SSedan64 ), I thought it good to share what I've found/decided over the last 26 days to those stumbling around the net looking for good answers like I have...

#1) I am installing TCI's VB separator plate and PR spring; I don't know what plate restriction holes would need to be altered (if any) with lower (OEM) pressure reg. spring used in conjunction with the engineered TCI VB Plate. I did restrict the convertor feed at the pump to .110 Dia.

#2) I don't understand the use of the snap ring from a 200-4R. Doesn't fit in my view. I'm sure it's use has been determined as better than OEM but...I seem to be missing something, did I receive an incorrect ring? twice?

I found a source for the snap ring supplied by TransGo's kit and ALTO Intermediate Power Pack at TSR-Racing.com, P/N400-22601C for less than $4.00 plus shipping. The ring is flat at the correct thickness for the case groove and is nice and meaty to help keep it in the groove. Looks ideal compared to OEM snap ring and 200-4R rings I have purchased for the job. O.K then...Settled.

#3) As for the TransGo Reverse Harsh Kit,...I originally got it cause I turned down the Reaction Carrier Assm. by .012" to remove the grooves produced by the earlier grooved reverse band design. I needed to, therefore, re-size the apply pin, and the kit supplied both a longer "grind to fit" pin and and the needed 1-2 accumulator spring.

Speaking with both TransGo and TCI, twice each, they both said both times "it shouldn't be a problem" I'm hoping...I had hoped someone might be able able to confirm this but, no response.

That is what I have to offer and is limited as I have no experience with these decisions as of yet, thus the reason for originally asking in the first place.

Good luck to anyone out there,

Patrick