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School me on turbo 400s.

I don't see how engine braking is going to be harder on the transmission with a higher horsepower engine. If anything it seems like it should be the opposite because it will take less force to spin up a motor that can breathe well whereas you can a big block with smog heads is going to take an obscene amount of force to spin up to the same high rpm.
 
Apparently some of the Racers like engine braking down to where the 4000 RPM torque converter basically disables it. Some like it crawling and not slamming it with HP...but probably some torque. I rely on brakes with dual master....Some of the reason for the 4000 stall is to disconnect the motor from the engine when jumping of some other crash that might instantly stop the drivelines and not want to stop the motor! get the drift here? Blow the motor or blow the tranny when shocked by the terrain. Short track cars actually have sprags that allow the wheels or drive line to run out when the engine "speed" is too low. Jeep messed around with a feature in the transfer cases for a similar issue of front end not going the same speed as the rear. They failed a lot.

On T400 Shaft stickout.

In the past, we have always wanted a short T400 because of short wheel bases and short rear drivelines. Now with longer wheelbase, it is not so critical. I bought a Reid cased 2WD $$build. Not really thinking. It was suggested that all I had to do was cut the shaft length off. Once I started looking at the normal adapters and how much needed to be cut and how little engagement there was into the Atlas, I started questioning....... Steve Roberts, Sales manager, Advance Adapters laid out the following information for us. In my case, with 500ish Hp and 500Torque, I figured I would have to rework the whole trans for a short shaft... But Advance had redesigned the long 2WD shaft adapter which is what I went with as moving the transfer case back helped my packaging. Here are his edited notes. (Please do your own homework and checking!! This was info to a private group and quick off the head info)(I did find out that you should always check the engagement before final mounting. Thee are possibilities of combinations where the t400 output shaft will bottom out!!!! Careful. I had only .020" clearance with the aftermarket hardened 300M output shaft)

************************************
Steve: Ok so we are all strait.
Here is a chart of the 3 different OEM TH400 shafts commonly used, Yes there is aftermarket variations from this. (Sorry no chart but you get the point)

Ben is mix matching shafts and castings, (And not getting anywhere by cutting the long T400 tail shaft (1" engagement at most))

All 32 spline Atlas input shafts stick out the front of the Atlas 2” and have 2.35” of spline. Transmission output shaft stick can stick out .25” past adapter casting.
All of the options below use 2” of spline engagement except one “AS-6440” has 1.6”

We offer adapters in different lengths

AS-6401 1.25” long for use with 1.4” stick out shafts
https://www.advanceadapters.com/prod...th400-adapter/

AS-6440 2.8” long for use with 2.4” stick out
https://www.advanceadapters.com/prod...s-adapter-kit/

Second option for 2.4”
AS-6401 + AS-0404 1” spacer for 2.4” stick out shafts
https://www.advanceadapters.com/prod...th400-adapter/
https://www.advanceadapters.com/prod...ransfer-cases/

AS-6400 4.25” for use with 4.5” stick out 2wd or 79-85 4wd originally NP205
https://www.advanceadapters.com/prod...pter-425-long/

Amazing to have friends in prominent places!!! Thanks Steve.
 
HELL BOUND said:
Nice and a nice price tag. Holley is behind as far as I know. The terminator won't control it yet unless they have updated it in the last 6 months.
Click to expand...

Apparently Holley doesn't have plans to support the 6l80 with their current lineups anytime soon.

There are fancier ECUs out there that will control them but it's up to you to program the logic.
Or just run a stock ECU.
 
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