Th400 modifications

We have extensive experience building the TH for all types of applications. We also cater to you Ford guys. We prefer you call in before ordering so that we can help you select the transmission that best meets your needs. These are designed to replace a daily driver TH behind a stock or near stock engine and have increased service life due to our hydraulic, mechanical, and lubrication upgrades.

Crisp shifts at part throttle progressively getting firmer with throttle. Very streetable and very reliable. They also include all new friction clutches, bands, steel plates, soft parts, filter, modulator if applicableas well as hydraulic upgrades, bearings added at several thrust locations, and other modifications depending on power level.

Although we use the build levels and options below, each transmission is custom built for the application. That is why we have a lead time. There are too many variations to try to keep these on the shelf.

Call for a custom quote. Our Stage 1 TH is a heavy duty rebuild with valve body and hydraulic improvements, rollerized rear thrust, heavy duty intermediate snap ring, and OEM pan.

Aluminum Deep pan and additional modifications.

“Dual feed” TH400/4L80e

Deep cast aluminum pan is standard. This build utilizes a new SFI case and bellhousing, aluminum direct drum, fully rollerized with several weight saving and drag reducing internal modifications, alloy input and intermediate shafts, alloy steel forward hub, billet aluminum transbrake valve body, and fabricated aluminum pan standard.

Super Shaft large diameter input shaft is optional. The Ultra — Low weight, low drag design This transmission is designed for the racer looking to maximize efficiency and reduce weight.

Great for grudge racers, class racing, and anyone looking for that competitive edge. This build has become one of our most popular due to its exceptional value and approximately 20 lbs lighter weight. The base model will utilize an OEM case and tailhousing. It includes an aluminum forward and direct drum, aerospace material input and intermediate shafts, alloy forward hub, deep aluminum pan, lightened OEM ratio 2.

Options include other ratios, Reid SFI case, roller bearing tailhousing, small diameter drums, and other valve bodies. Due to the many variations in options, please call for a quote for your custom build. We offer a TH setup for Rockcrawler and off-road applications. We can upgrade this unit to our other level of builds as necessary for you big power off road guys.

This build is based on our standard Stage 2 build. We use a reverse manual valve body with engine braking, a wider 1. A 34 element sprag, offroad specific clutch materials, lubrication modifications, and torrington bearing upgrades are added. Upgrades are available for bigger power combos.

It is built specifically for the harsh conditions experienced in offroad competition. We include a Reid Super Bellhousing and a new roller tailhousing where applicable. The next key ingredient to this package is the spragless design used instead of the typical roller clutch or sprag design used for 2nd gear. An important additional benefit of this design is the extremely strong engine braking ability.

This does not, it uses the entire 2nd gear clutch pack to give the same capacity and strength to engine braking as it does acceleration. Additionally we use M input shaft with larger splines in the forward drum, M alloy intermediate shaft, and billet alloy steel forward hub. We add torrington needle bearings in several key locations to deal with friction and thrust loading caused during heavy deceleration.When building a high performance 3-speed transmission, the direct drum is one of the most important components to upgrade - reliability, safety, and performance can all be improved.

As in the case of the TH, the shafts and gear sets are very durable, and if the drum is upgraded, the power rating of the transmission nearly doubles. BTE offers three solutions for the direct drum replacement in a TH transmission :.

TH400 Rebuild Tips and Tricks

In our experience, the original spring and roller isn't reliable above ft lbs in most scenarios. A modified original factory drum with this sprag is suitable for most cars making up to ft lbs of torque. Heavier car? We offer an even stronger 36 element sprag on the factory drum. This modified drum has a much larger inner and outer race design, so as many as five intermediate racing clutches can be installed and are included with the drum.

We also include a billet pressure plate. Our best TH direct drum is a hybrid aluminum and steel design. It still has the 36 element sprag and the five clutch intermediate pack, but the clutch drum portion is constructed from T6 hard anodized aluminum.

Why does that matter? Weight reduction improves the safety of the drum, the life of the sprag, and the performance of the car—an all-around win. BTE's aluminum direct drum is superior to other designs because of its steel center. The splines are less prone to damage than the the full aluminum drums, and the steel reduces wear from sealing rings another problem with full aluminum drums.

When utilizing a "clean neutral" valve body, an aluminum direct drum must be used. Posted by Amber Ambrose at AM.Jul 26, 1. Messages: 8, Likes Received: Jul 26, 2. I disassemble the rear output shaft from the output ring gear and clean and inspect the planets. Refer to manual for checking procedures and specs.

It is shown here re-assembled with the reaction carrier and sun gear ready to be re-assembled. Slide the reaction carrier onto the rear planet assembly, drop in the sun gear, flat side toward the front of trans. Then slide the reaction tube in, shown to the rear: It is best to have the center support already ready. The center support houses the intermediate apply piston, supports the direct drum. It has sealing rings that seal it to the direct drum, allowing it to transfer fluid to the drum to apply 3rd gear, and reverse.

Disassemble, clean, and re-assemble using new lip seals. Pay attention to the orientation. Use the old lip seals to be sure you select the properly sized new seals.

Install the piston using a lip seal installed or feeler guage, be sure the piston depressions aling with the depressions in the center support, and it helps to use a tilting motion as you install it sometimes.

Once the intermediate apply piston is installed and the return springs, guide, retainer plate and snap ring, you must install the center support to direct drum selaing rings. There are 3 choices here. Solid teflon is on the left, then scarf cut teflon, then cast-iron. Cast iron is what most kits will contain, and what was used stock in most TH's. Scarf cut teflon was used on later model Th's.

Solid teflon is used on 4L80's and is interchangeable. I prefer solid teflon, although it is the most time consuming type. Cast iron is the easiest and will work fine for most applications but if using any type of valve body that will not require a modulator teflon is best as it will prevent wear on the direct drum.

If using teflon, be sure there are no burrs on the center support ring grooves. Installing the teflon rings requires a protector to prevent cutting or gouging them, and a sizing device. It helps to heat the rings in hot water before installing so that they will stretch easier. I use a piece of plastic from a paint can cap that is cut to size to install and size the rings. Leave it on until you are ready to install the direct drum.

th400 modifications

Notice I left one sealing ring off, 2nd from top groove. This groove seperates the direct 3rd gear and reverse feeds from each other. When dual feeding the directs as done in this buildthis sealing ring is not necessary. Dual feeding the directs on a Th will be covered in more depth in another section. Also of note, Pictured is a late style reaction carrier and an early style.

I believe the early style was only used on models.Of course, there have been a host of other off season changes on the car, as well, including the very ingredient that gets all of the power from the ProCharger F1-X-equipped, Late Model Engines-prepared cubic inch LSX mill to the chassis — that being an all-new three speed Turbo transmission from the drag racing driveline geniuses at Hughes Performance in Arizona.

You may recall that in December, we published a story along the very same lines, guiding you step-by-step through a custom-built Powerglide and converter package build, that will find its way into our Project Fugly wagon this summer.

Before we get into the build, you may be wondering why the Turbo has become a go-to automatic transmission for so many race teams, from fast bracket racers all the way up to 4, horsepower Pro Modifieds. Many recognize it as a production tranny from GM but what makes it so suitable this environment?

The Turbo At A Glance. The Turbo transmission, known officially as the Turbo-Hydramatic and commonly referred to as simply the TH, was part of a family of automatic transmissions developed and produced by GM.

It was designed with a three-element turbine torque converter mated to a epicyclic planetary geartrain, thus delivering three forward speeds plus reverse. Even the factory gear sets can handle upwards of 2, horsepower without an issue, which is unheard of out of any other transmission. What makes the three-speed variant popular in a drag racing environment, particularly in a supercharged combination like BlownZ, is that it gives you better gear splits, or gear ratios.

As Nichols further explained, using BlownZ as a primary example, centrifugal superchargers are very sensitive to boost drop, and the three-speed Turbo naturally lands itself to that with the lower RPM drop on the gear changes.

This same concept applies, as well, to other power adder applications and even those running naturally-aspirated. Even the factory gear sets can handle upwards of 2, horsepower.

The two-speed Turbolikewise, is necessary for applications where one needs to take ratio away, compare dot what the Powerglide can offer. The venerable Powerglide, long regarded as the bulletproof, go-to drag racing transmission, has slowly gained some company from the Turboas Nichols went on to tell us.

From left to right, top to bottom are: valve body, output shaft, pump stator, planetary gear sets, rear band, pump body and gears, direct drum, direct clutch pack, forward drum and input shaft, forward clutch hub, direct clutch hub, direct clutch pack, intermediate pressure plate, intermediate clutch pack. The construction of this particular case is superior in strength to OEM cases, and in fact, does not require any external safety shields.

The case features an extension housing with improved strength over stock, and has a roller bearing instead of a bushing for lower drag. Left The transmissions' rear band. Center The forward, direct, and intermediate clutch packs. Right A look at the hard anodized, billet aluminum direct drum with Pro Mod element intermediate sprag.

th400 modifications

Moving on to the internals, Hughes Performance uses a high static rear band in all of their TH builds, intended specifically for drag racing use. These feature a heavy-duty, carbon-based lining that creates a high co-efficient of friction for the utmost in holding ability while on the transbrake. Next are the forward, direct, and intermediate clutch packs — a combination of red racing forward and direct clutch packs and High Energy frictions intermediate clutch packs. The red racing frictions, according to Nichols, provide outstanding grip and durability in high horsepower applications, having been used in combinations exceeding 3, flywheel horsepower.

Tech: Building A Drag Race Turbo 400 With Hughes Performance

The High Energy frictions are likewise exceptionally durable and provide a cushion as they apply, resulting in less shock to the intermediate sprag. Another reason for the use of the billet drum is preventing a drum explosion in the event that it would go into an overspeed condition when shifting from high gear into neutral under load, where drum speed can nearly double.

th400 modifications

Cast iron, in this situation, would simply explode at the nearly 14, RPM it might see. The hard anodizing of the direct drum increases the surface hardness, giving it more longevity. Hughes also uses a direct clutch apply piston and direct piston return spring retainer in their builds.

From left to right Inside view of hard anodized, billet aluminum direct drum, the custom ratio planetary gear sets, the planetary output carrier, and the planetary reaction carrier. Inside the transmission are custom ratio planetary gear sets. Hughes offers several ratio options in their two- and three-speed builds, all featuring billet aluminum construction for the carriers and billet steel for the actual gears.I admit it. Knowing about my luck with transmissions, an ex-editor of Off-Road magazine turned me onto Gearstar Performance Transmissions of Akron, Ohio.

It was time to look up Gearstar. I found Gearstar online www.

Building the Bombproof TH400

They come with bottles of ATF, fluid coolers, heavy-duty aluminum pans, and new dipsticks. Did I mention that all of this comes in a crate shipped free of charge within the continental United States?

Oh, and there is no core charge. Admittedly, I was a bit skeptical—the prices and quality of the build specifications seemed too good to be true. I got on the phone and called Mark, one of the technicians at Gearstar, and the answer to my transmission issues. Mark and I talked about the way the truck is built, what kind of powerplant is sitting in front, what I have behind the transmission, my driving style, and how I like to use the truck.

Of course, I had to ask Mark what the deal was. All this makes for low overhead, excellent customer satisfaction, and no returns… and this is how I can buy a complete high-performance package shipped free of charge for a great price.

After a fairly laborious install dual transfer cases and three crossmembers will do thatSouth Bay Truck had the transmission back in the truck, and I was ready to start putting the Gearstar TH to the test. The TH transmission originally in my Blazer had been a problem for quite a while.

It started with a torn-apart torque converter, but there were other issues, as well. The final blow came when the rear of the transmission case snapped.

There was no question that a completely new TH was in order. Since this Gearstar TH transmission was getting the Level 4 package, it gets all the best bells and whistles, like this M full-billet clutch hub left rated to take over 1, hp. The stock cast OE forward clutch hub right M is only rated to handle hp. The Level 3 and 4 builds use a high-capacity clutch assembly with Raybestos racing blue frictions and hardened Kolene steel plates.

These racing frictions and steels have a much higher heat tolerance than OE material. Every transmission built at Gearstar is handled by a single technician, start to finish. Here, the tech is installing the heavy-duty third clutch drum into the transmission case. A M full-billet forward drum and M heavy-duty forward input shaft assembly are standard with the Level 4 build. Note the larger center diameter of the upgraded Gearstar shaft left versus the stock one right.

A stock drum with spring and roller is only rated to hp, while the upgraded Gearstar assembly is rated to 1,plus hp. Heavy-duty carbon fiber bands with reinforced apply lugs in the Level 4 builds have wider lugs left than the stock low and reverse bands right. For increased power and load demands on the transmission, Gearstar adds a M full-billet main shaft right to the hi-po build instead of using a stock-style main shaft left. A new high-flow high-volume pump assebly with new gears is standard with every level build.

Our Level build gets a hardened gear in the assembly, though. Final installation of an extra-capacity heavy-duty cast aluminum pan puts the finishing touches on all Level 3 and 4 Gearstar performance transmission packages. When we broke the crate open at South Bay Truck, there was a new Geasrtar Level 4 TH transmission, two Hayden transmission coolers, a new dipstick, and ATF to fill the transmission the rest of the way once it was installed.

You can order the torque converters with a 2, to 4, rpm stall.Thus when retrieving a model, it's possible to specify that only a subset of fields be retrieved, by using any combination of the following parameters in the query string (unrecognized parameters are ignored): Fields Filter Parameters Parameter TypeDescription fields optional Comma-separated list A comma-separated list of field IDs to retrieve.

To update a model, you need to PUT an object containing the fields that you want to update to the model' s base URL. Once you delete a model, it is permanently deleted. If you try to delete a model a second time, or a model that does not exist, you will receive a "404 not found" response.

However, if you try to delete a model that is being used at the moment, then BigML. To list all the models, you can use the model base URL. By default, only the 20 most recent models will be returned.

You can get your list of models directly in your browser using your own username and API key with the following links. You can also paginate, filter, and order your models. This is valid for both regression and classification models. Objective Weights: submitting a specific weight for each class in classification models.

Automatic Balancing: setting the balance argument to true to let BigML automatically balance all the classes evenly. Let's see each method in more detail.

We can use it as an input to create a model that will use to weight each instance accordingly. In this case, fraudulent transactions will weigh 10 times more than valid transactions in the model building computations. You can just use one of the rows and add the corresponding count as a weight field. This will reduce the size of your sources enormously. Objective Weights The second method for adding weights only applies to classification models.

Each instance will be weighted according to its class weight. This means the example below is equivalent to the example above. If every weight does end up zero (this is possible with sampled datasets), then the resulting model will have a single node with a nil output. Each instance will be weighted individually according to the weight field's value. Confidence, importance, and pruning calculations also take weights into account. You can create an ensemble just as you would create a model with the following three basic machine learning techniques: bagging, random decision forests, and gradient tree boosting.Because an undeployed model doesn't have an established default runtime version, you should explicitly set it in your job request.

If you don't, Cloud ML Engine will use the latest stable runtime version. In all other ways, a batch prediction job using an undeployed model behaves as any other batch job. You can use the Cloud ML Engine prediction service to host your models that are in production, but you can also use it to test your models.

Traditionally, model testing is the step before preparing to deploy a machine learning solution. The purpose of a test pass is to test your model in an environment that's as close to the way that it will be used in real-world situations. Remember that you can have multiple versions of a model concurrently deployed on the service.

That means you can have multiple revisions of your model in testing at once if you need to. It also makes it easy to have a production version of the model deployed while testing the next revision. As with so much of developing machine learning applications, the availability of fresh data is often a limiting factor.

You should develop strategies to split the data you have and collect new data to use for testing. Infer values from new data instances with online prediction. Infer values from new data instances with batch prediction. Except as otherwise noted, the content of this page is licensed under the Creative Commons Attribution 3. For details, see our Site Policies. Note: This document describes both batch prediction and online prediction.

Online prediction is a Beta feature of Cloud ML Engine. It might be changed in backward-incompatible ways and is not subject to any SLA or deprecation policy. How it works The Cloud ML Engine prediction service manages computing resources in the cloud to run your models. Here is the process to get set up to make predictions in the cloud: You export your model using SavedModel as part of your training application. Note: You can use batch prediction to get inferences for a SavedModel that isn't deployed to Cloud ML Engine.

You format your input data for prediction and request either online prediction or batch prediction When you use online prediction, the service runs your saved model and returns the requested predictions as the response message for the call. Your model version is deployed in the region you specified when you created the model. Although it is not guaranteed, a model version that you use regularly is generally kept ready to run.

When you use batch prediction, the process is a little more involved: The prediction service allocates resources to run your job. The service restores your TensorFlow graph on each allocated node. The prediction service distributes your input data across the allocated nodes. Model deployment Cloud ML Engine can host your models so that you can get predictions from them in the cloud. About models and versions Cloud ML Engine organizes your trained models using resources called models and versions.

What's in a version. Naming models and versions Model and version names must: Contain only (case-sensitive) mixed-case letters, numbers, and underscores. Begin with a letter. Contain 128 or fewer characters. Be unique within a given project (for models) or model (for versions). There are no rules for names beyond those technical requirements, but here are some best-practices: Model names should be descriptive and distinctiveyou may need to pick them out of lists of many names in logs or reports.

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