In the TH400, for instance, the heaviest rotating component is the direct clutch drum. Each and every component, such as the clutch drums, shafts, and planetary gearset, contribute to rotating mass. Zack Farah: The effects of rotating mass is simple physics. There are also a ton of different aftermarket case options for the Powerglide, as well as just about every type of transbrake setup imaginable. In a Powerglide, having two gears instead of three greatly reduces these drawbacks. Along with the inertia and horsepower required to get these clutch drums spinning, there is also parasitic drag exerted by the Second and Third gear clutches, which also increase drag and resistance to acceleration. As Newton’s Law says, objects at rest stay at rest and objects in motion stay in motion. More gear ratios mean more components to spin and counter spin by creating more inertia to overcome. The TH350 and TH400, in comparison, don’t have nearly as many gear ratio options. Likewise, the Powerglide offers several different First gear ratios to suit a wide range of applications, including 1.76:1, 1.82:1, 1.96:1, 2.0:1, and 2.20:1 ratios. Compared to a TH400, a Powerglide requires a third the amount of horsepower to rotate. Zack Farah: As a two-speed trans, one of the greatest advantages of running a Powerglide in a drag car is its inherent efficiency. A TH350 will rarely survive at those horsepower levels. The aftermarket offers much more for Powerglides and TH400s to take these units into the 1,000-plus horsepower arena. However, when a TH350 is upgraded with a sprag-type intermediate overrun clutch, a 300M input shaft, a late 700-R4 low roller clutch center support, premium racing frictions and steels, and a shift kit, it can be brought up to par with entry-level Powerglides and TH400s that have been upgraded with premium frictions and steels. In stock trim both the Powerglide and TH400’s drums, planetaries, and shafts will take more abuse than the TH350.
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The trade-off is that it requires a few high-dollar components to get up to snuff with either the Powerglide or TH400, especially if you expect to get a full season of racing out of it without snapping the input shaft or intermediate sprag. Like the TH400, it has three forward gears, but not as much rotating mass. Zack Farah: The TH350 is a great compromise between the TH400 and Powerglide. Let’s get schooled on what goes into a thoroughbred drag transmission, shall we? Beattie Jr., Rick Hults, and Jim Beattie Sr. Our panel includes Stan Poff of TCI Automotive Zack Farah of Gearstar and Rob Sappe, J.C. Building the perfect drag automatic is a balancing act among durability, efficiency, and low mass, so to learn more about them we consulted with some of the most well-known trans builders around. In applications that require the ultimate in durability, Powerglides and TH400s have always been the gold standard, but which is best for your application? Furthermore, thanks to the demands of Super Stock racers that bite and claw for every fraction of a horsepower, modern TH350s can now survive behind 900-plus horsepower motors, which was unheard of just 10 years ago. That’s because street transmissions make an excellent foundation for drag race transmissions, and since long before the muscle era GM has dominated the market. Whether the race cars in question are street/strip machines, Chevys, Fords, Mopars, Top Alcohol dragsters, or 3,000hp Outlaw 10.5 beasts, when it comes to drag racing transmissions it’s GM or bust. Just like a quick stroll through the cruise night parking lot will confirm the dominance of GM overdrive automatics on the street, walking down the staging lanes of any dragstrip will reveal an equally overwhelming number of Powerglides and TH400s.
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