TH400 Competition Components

It is a common occurrence for the OEM intermediate sprag retaining ring to be ejected from its groove in high performance and competition applications, resulting in parts failures. This high quality heat treated snap ring features a full 360 degrees of engagement ensuring positive ring retention in its groove under extreme duty and high rpm operating conditions. A must on all TH400 build ups.

In its relaxed state, the OEM snap ring outside diameter is much greater than in its installed position, requiring increased deformation to permit assembly. This results in a ring that is highly stressed as installed. Each time the clutch applies, the ring must absorb the force. This compromises the structural integrity of the ring, often resulting in shattering. This high quality heat treated snap ring features an increased cross sectional area and will not fail under extreme loading conditions. A must on all TH400 builds.

Most competition valve bodies installations require the omission of the intermediate band from the transmission case. In these cases the intermediate band anchor pin may be removed from the case, permitting the installation of this unique intermediate snap ring support. This item will stabilize the snap ring in the area of the case that is void of any snap ring support lugs, reducing the chances of lug and snap ring blowout. A must for competition applications.

Use with engines producing up to 750 foot pounds of torque in vehicles weighing up to 4000 pounds. Mainshaft is manufactured from proprietary steel billet material. Undercuts behind the splines are reduced, resulting in increased spline length and diameter, increasing spline engagement at the forward clutch hub and rear internal gear interfaces. Fully machined, shaped, and ground on precision CNC equipment. 

Use with engines producing up to 1300 foot pounds of torque in vehicles weighing up to 4000 pounds. Will handle more torque in lighter vehicles. Mainshaft is manufactured from 300M steel billet blanks. Undercuts behind the splines are reduced, resulting in increased spline length and diameter, increasing spline engagement at the forward clutch hub and rear internal gear interfaces.   Fully machined, shaped, and ground on precision CNC equipment. 

These forward clutch apply/release springs provide a cost effective solution for obsolete OEM components. Variable rate springs are closed and ground and restore OEM performance lost due to cycling and annealing caused by overheating.

These hi-rate direct clutch apply/release spring are engineered specifically for hi-output TH400 applications.  The additional spring force requires  that a higher clutch apply pressure value be reached  in the direct clutch circuit before the clutch piston can overcome the opposing spring force and apply the clutch pack. This results in increased intermediate clutch pack torque capacity furnishing quicker and firmer shifts with reduced slippage. These springs will also improve transbrake set up,  transbrake reaction time, reduce centrifugical apply of the direct clutch, also speed up direct clutch release during automatic, forced or manual 3-2 downshifts. Furnishes improvements you can feel. 

This spring will produce between 210-215 psi of line pressure. This pressure regulator spring is designed exclusively for Pro-Street and Competition TH400 applications. This spring is engineered to provide the smoothest and most efficient pressure regulation over any other design ever produced for the TH400. Its unique design works excellent with transmissions utilizing a fixed line pressure. The spring is manufactured in the USA from high strength wire.

This spring will produce between 185-190 PSI of line pressure. This pressure regulator spring is designed exclusively for Street-Strip and Competition TH400 applications. This spring is engineered to provide the smoothest and most efficient pressure regulation over any other design ever produced for the TH400. Its unique design works excellent with transmissions utilizing a vacuum modulator assembly. The spring is manufactured in the USA from high strength wire.

For competition applications, this governor delete kit offers a light-weight alternative for the OEM governor cover. Kit includes new aluminum cover, gasket, and mounting hardware. For production rebuilders this kit will improve product appearance.

This CK exclusive component redirects internal component thrust loading for improved component durability, operating efficiency and performance. PLEASE NOTE PISTON IS NOT INCLUDED.

An excellent upgrade for all performance TH400 build ups. At 200 psi. line pressure, this combination produces 3760 lbs. of clamping force, an increase of 15.2% or 494 lbs. when compared to  OEM components. The end result is a vast improvement in intermediate clutch capacity. The center support is bored out and fit with a new oversize billet aluminum intermediate clutch piston. The end results are a vast improvement in intermediate clutch torque capacity and shift quality. Fits all 1965 and up models.

This kit includes all of the OEM components which make up the parking lock pawl and manual linkage assemblies necessary to assemble a TH400 with an aftermarket Reid transmission case. All reclaimed OEM components are thoroughly cleaned, inspected, and black oxide coated providing a cost effective alternative to these discontinued components. Kit also includes the manual detent roller and spring assembly.

On the transbrake, the rear band tends to bind the reaction carrier pinion gears, reducing performance. This high rate rear servo spring assures that a quick and complete release of the rear band is obtained, improving transmission reaction time. This spring will retro fit most full manual and transbrake valve bodies.   

These hi-rate intermediate clutch apply/release springs increase the spring count from 3 to 12. The additional spring force requires  that a higher clutch apply pressure value be reached  in the intermediate clutch circuit before the clutch piston can overcome the opposing spring force and apply the clutch pack. This results in increased intermediate clutch pack torque capacity furnishing quicker and firmer shifts with reduced slippage. These springs also speed up intermediate clutch release during automatic, forced or manual 2-1 downshifts. Furnishes improvements you can feel.