That is the question; whether 'tis nobler, er I mean, faster and more consistent to run the 'Glide or the th350/400, or maybe a 4L60 or other?
Car is estimated 3000# Camaro, estimated 450hp LS, mainly 1/8th mile, dedicated bracket.
Currently have a 'Glide, have not gotten block back from machine shop so I have yet to make a pass.
Wondering if I should sell the Glide for something else before I order a drive shaft and finish the trans mount.
Let the bench racing begin!
Thanks guys.

I ran a T350 for years, it worked great. I swapped to a glide mostly for reducing starting line ratio. It works great also and I sold all of my T350 stuff. It's lighter and only 1 shift, same driveshaft length.

Like Eman said! Couple of things we saw. Glide - deadly consistent!
A good Turbo 400 faster but not as consistent and with a brake it doesn’t like to stage the same twice. Without line lock tied in at delay box it rocks. I’d say glide and go win races.
Unless you are foot braking..
Unless you gear the turbo 1-2 like the glide!

Thanks guys. Since I already have the 'Glide I'll continue with it and stop second guessing myself.
BTW it does have a t-brake.

I agree that Powerglide is the most consistent. Also, I think it is important with any trans brake package to have the line lock active when the trans brake is applied. Many delay boxes have a terminal that accommodates doing so.

No delay box.
Please explain, why would one need t-brake and line lock at the line?
As I understand it the t-brake pits reverse against low, effectively locking the trans and not allowing movement.

Truckman, several things stack up that have the potential to allow the car to move slightly. All the driveline tolerances, the chassis relaxes because the torque is removed, the tire sidewall relaxes, etc. Visualize the car is at fast idle, you light both bulbs, set the transmission brake, and release the foot brake. Now, everything behind the trans output shaft relaxes. By having a line lock on at the same time, it prevents any potential for slight movement. Of course, it is vital that a car be staged the same each time.

OK, thank you. I'll have to rewire the system.

Was probably 1995 when I went to Powerglide and have not looked back. Car was faster, more consistent and won more.
Now the T-400 was fun but in heat of the day it always spun just a little at the hit and as soon as sun went down and track got a little better car did big wheelies which was fun. Also went red a lot when it pulled the wheelies.

Powerglide if I remember right slowed 60 foot a little but picked up about .10 in 1/8 mile and more consistent and my reaction times got much better. One other thing I noticed when I put the Glide in was car was noticeably easier to push around in staging lanes.

No matter what trans you run stall converter is huge in making it work right. One of the keys for me was Dyno motor and gave Hughes that information and they built me a perfect converter. One of best investments I have made and Hughes has nailed it perfect with every combination.

I have broke 2 sets of factory 1.76 glide gears, I recommend a set of aftermarket 1.80 straight cut gears and those will last. There is all kinds of things you can put in a Glide but I think the 1.80 gears are required if making much power at all.

Someone mentioned rocking or moving some when transbrake is applied. I think that is with all transmissions if pump pressure is low. When I move in to stage I bring RPM up some (raising line pressure)and that seems to stop the rocking. Aftermarket pump helps that but not required. I am reluctant to use a Line lock in addition to Transbrake because to me it seems they do not release as quickly and that is enough to make your reaction times vary too much. (My opinion)

This does not mean you can not win with T-350 /400 or any converter you can, but I think your winning percentage will pick up with Glide and good converter.
Long story short I think going to a T-400 / 350 would be a step backwards and cost you round wins.

Thank you for that info.
Unfortunately, I don't have much info on my 'Glide. I know it was built for a local racer, many years ago, and it was just a backup for him, so never actually used. It does have a t-brake, but I don't have any other info on internals. The man who built it is sort of a local legend, and built many trans for local racers, straight and circle, and pullers. He built a convertor-less trans for me for circle tracking 15 years ago, but recently had a stroke and is unreachable at this time. I can only assume/hope it has the good stuff inside.
It came with a 3400 stall convertor, I'll run that initially and see what happens.

When I had a T350 with a transbrake it would rock forward on the brake. To make it better I wired the no box TB button to the line lock using a diode. I've kept it wired that way with my glide. Both transmissions have factory antique pumps which probably contributed to the rock with the T350.

If the track is not using “Stage Lock” in the timing system you’ll experience more racers red light when the tree is activated.

Tying the LL to the TB activation won’t slow your release imho. This is because you don’t step on the brake peddle hard enough for it to be an issue when staging like you do when you pump the brakes to set the LL for a BO.

I wired 10 amp rated diodes across both the TB and LL solenoids to reduce the flyback voltage spike in these device coils….just because.

quote:

Originally posted by markemark:

I wired 10 amp rated diodes across both the TB and LL solenoids to reduce the flyback voltage spike in these device coils….just because.

Mark which way do you wire the diode?

In this drawing the diode across the TB coil needs to be wired with the light colored band on the diode to the positive side of the solenoid.

The line on the end of the triangle represents the cathode (negative terminal). Negative terminal always goes to positive when wired across a solenoid. If you wire backwards you will have a Dead Short.

When wiring a diode in line, current flows through the diode from Anode ( + pos) to Cathode ( - neg).

Wow, so much misinformation here I can't begin to sort it out.

I've had ALL of those transmissions in my car, and even a 700R4.

TH-350... just no reason for that.

Powerglide... is .03 slower in 60' than my 2.10 low gear TH-400, same at the finish line, but you MUST have a spare.

TH-400 with a 2.10/1.40 planetary set, been in the car since 1999, was last serviced in late 2002 when I accidentally engaged the transbrake rolling about 25 mph in neutral and fragged the planetary assembly. Probably just over 3000 runs on it, haven't checked the fluid since I swapped torque converter for a spragless unit in 2021.

NONE of the builds has ever moved when engaging the transbrake. I'm 800-900 RPM staging. If the build is proper, it will never be an issue.

My car is as deadly consistent at the 60' and 330' as any car at any event. No automatic shifter.

quote:

I accidentally engaged the transbrake rolling about 25 mph in neutral and fragged the planetary assembly.

In the diode drawing example that I posted above, you see a TB lockout relay that is use with my th400. The ecu activates this relay anytime the car is moving faster than 1 mph removing the +12v to the TB button. Having TB button mounted on the steering wheel this relay has avoided unwanted TB activation.

if you need a linelock hooked with the transbrake you need a trans person that has a better skill set ...

This message has been edited. Last edited by: undacuva67,

quote:

Originally posted by Goob:
Wow, so much misinformation here I can't begin to sort it out.

I've had ALL of those transmissions in my car, and even a 700R4.

TH-350... just no reason for that.

Powerglide... is .03 slower in 60' than my 2.10 low gear TH-400, same at the finish line, but you MUST have a spare.

Is that if your racing a car that weighs what a dumptruck weighs? LOL I have abused my glide for years and never had anything go bad. I'm only 1990lbs though.

[ quote]NONE of the builds has ever moved when engaging the transbrake. I'm 800-900 RPM staging. If the build is proper, it will never be an issue.[/quote]

Dave, I don’t post misinformation .
I’m not Ed!
We’ve had 4 of the best 400 in the country. I have years of data to back my claims and my partner will attest. The glide stays put when the brake is applied every time. Glide feeds different. 400 doesn’t do it every time but it will bite you in a late round. Not just us but every fast car we see here did the same thing. The fix was as Mark posted. Wire through delay box to the line lock. The only thing we came up with is the 400 feeds totally opposite of the glide and bigger cavities.

I posted info on what we found and the fix. My opinion, I hate the 400. Besides costs It cost us at least two to three wins and probably a third championship.

This message has been edited. Last edited by: BP758,

Is tying the line lock to the transbrake legal in no-box classes? Not sure if we're talking box or no box here, but I though the transbrake button had to go direct to the solenoid without additional circuitry?