I looked up “just what I needed” in the dictionary and it said to watch this video. 😂 Seriously though, this video is exactly what I needed…..super informative, to the point and allowed me get reverse fixed in my TH400. Thank you Shawn!
thank you for this video. I was wondering if I'm able to do these upgrades without going valve body? i don't plan on racing but i want a reliable long lasting th400. and if adding a case saver to a non valve body trans is fine? thank you.
Thank you for your videos. I was thinking of purchasing a new truck until I did some math and found out California wanted over $10,000 to get a $63,000 truck registered. I’m now going to just rebuild the 68 GMC I’ve owned over 40 years. I have an old 60’s Oldsmobile switch pitch 400 without the speedometer gear hole that I was going to put in a Jeep but I gave the Jeep project to my son. I’m trying to decide if I should use the switch pit backed up with a Laycock style OD or just do a 4L80. It’s going to be in a 3/4 ton 4X4 so I’m going to keep it as soft shifting as possible. I’ve done a number of 400’s but never a 4L80. I’m curious as to what you think is the best way for me to go. Thanks
Listening to you talk about the 7.5 stalling the project really hits home. I'm building a turbo LS g-body El Camino and have a similar but different roadblock. I read an article on running 4th gen camaro front brakes on a g-body. I bought the necessary parts, made the caliper brackets, and modified the stock spindles and rotors. The front brakes have been completed for 5 months now, and very little progress has been made since then. I'm sorely disappointed in the required modifications to the front spindles. The grinding required to mount the caliper brackets (in my opinion) has compromised the integrity of the spindle. I'll never be happy with leaving it the way it is. I decided yesterday that I will be removing all of that stuff, and starting over with a different path. Hopefully that will get the project back underway.
You should have way more subscribers! Those who are interested in exactly how to do an automotive project they haven’t tackled before searching Mountains’ playlist for detailed how-to do everything from buying parts to detailed assembly and installation instructions.
Are you going to go over performance mods, too? I'm looking to build a high horsepower unit, but planning to use an Extreme Automatics TB valve body. Expecting over 1500 horse, with engine.
Great video! A shop tip that professional fleets follow; You must wait 1/2 hr minimuw after welding or heating anything. Its a very smart rule as most Heavy duty shop rules are! Thanks
Your videos are getting worse by the day. Please stop talking about weather reports, and what day it is, nobody cares. Just get to the meat and potatoes
Any preference on early verses late ? I'm interested now in doing one for mine. 3500rpm gets old at 75 mph with a hater pipe when cruising for an hour.
So what do you recommended we do after the traps with the throttle in a manual th400? Ive always just whomped the throttle a couple times until i slow down.
hey shawn... i guess comments with links get deleted so here's the 3rd one... i used the center support bushing from a th400 for years to remove the case connector it worked almost perfectly but you had to clean out the gunk behind the four tabs to get to work well... but knowing you love tools look up fitsall TGM-HR gm harness removal tool .. ive used it for years and is probably the best tool ive bought yet.. havent broken a tab since and ease of removal is unbelievable
Hey Shawn I just built a 4l80e from a 2000 Chevy 3500 well the case was busted so I sourced a case and built it when I was checking low/reverse pins were close only 30 thousands difference I made the band tool to check the pin depth and I used a 7/16-20 thread and it says 2.5 turns equals 125 thousands travel I got roughly 3.25 turns and I’m wondering is that still acceptable I’m trying to use everything I pick up from you to be a better builder I put the longest of the two pins back in what are your thoughts
Shawn I saw a video or read somewhere of people with dump valve setups and problems very similar to those had problems with the o ring on the valves inside the dump blocks not holding up to the heat and as a result bypassing charge pressure altogether even with the valve not engaged. ATF transmissions had a similar problem with their o rings on their dump valves and they in turn fixed the problem with a high temp Viton o ring. Just wanted to share. Love your th400 and powerglide tech vids.
Hey what’s the part number for the intermediate spiral lock. The larger one you show next to the case saver is upside down and I don’t believe you mentioned it.
Thanks for the info. You say you like Dextron III for the TH400 , my 400 it been build for Rock crawling application it will be safe to say change the fluid 1 a year
@@dennielittlesr4600 The dished SFI flexplate is sold with the same spacer as used with the flat flexplate on the crank side for use on the converter side. It doesn’t work in most cases. I did several more flexplate / adapter videos. Best way is a weld on hub extension and the dished SFI plate.
