That's a good explanation, assuming that younger guys have never even heard of this option. It's too bad that GM's bean counters had production of these stopped. They could instead have sold these better, through better advertisement, methinks. That Buick mill sounds great. That was a good idea of dropping one of those into there. The second reason for producing Switch Pitch converters was for better fuel economy
That’s really cool. I’m getting a 1965 olds f85 from my grandfather. It’s a 225 v6 with the “jetaway” st300 trans. I was trying to find info on the switch pitch and your videos are what I was looking for. Thanks!
I love that you are reviving the premium technology from the past. It's super interesting stuff. Hope some of that effort pays off. Seems like the low stall should reduce heat as well as save gas.
I had a 1964 Buick Special with a turbo 400 and a variable pitch converter. On mine I just had a toggle switch with the polarity reversed ( on off on ) the wire to the transmission was connected to the center or off connection on the switch with the brake light circuit going to a relay sending voltage to one of the on connections of the switch and the other on side of the switch was hot when the car was running. With the switch in the center position no signal to the torque converter it was in low stall all the time, with the switch to one side whenever the brake lights where on the converter was in high stall so you could bring the RPMs up while stopped at a light and when you let go of the brake the converters blades would flip and you could nail it and make the car shoot off the line. With the switch to the opposite on side the converter was highstall all the time.
That is really great stuff, Dallas. You did a nice job of explaining how it all works and showing us. If I recall correctly, Oldsmobile used a Switch Pitch torque converter with their pre-1968 Jetaway (ST300) 2-speed transmissions.
Pat, that is correct the Super Turbine ST-300 transmission used by Buick, Olds and Pontiac had the Switch Pitch Option. I have not seen a Pontiac version, which leads me to believe that it may have only been used by Buick and Oldsmobile... but I could be wrong... there may have been a few ST300 Pontiac Switch Pitch transmissions that might have been an option. I'd like to think that possibly the OHC Pontiac 6 with the hyper pack 4 barrel and ST-300 Switch Pitch in a stripper 1967 Firebird would have been a formidable opponent on the street.
If you want to see the stator switch via throttle, you need to be running about 40 and low stall then jump on the throttle but not quite full throttle. You should see and feel the stator move to high stall. On the smooth shifting, this is a Buick version of the ST400. Buick did a lot to make that transmission smooth since it replaced the Dynaflow that Buick used for years. The Dynaflow didn't shift at all as the torque multiplication was all done in the multiple element torque convertor. I've got a 65 nailhead in my Model A with a switch pitch ST400. At light throttle you can barely feel the transmission shift.
When I drag race I use a push button to control pump solinoid next to shifter. Low stalling before first to second shift .press the bottom.low stall before sec. to third. With B&M master kit parts .burns rubber both shift and smooths the torq curve
I am restoring my 65 GS 401 and the th400 was on the build sheet. Any information would be very greatly appreciated. I've rebuilt and installed the Carter 4082s. Carb. Just one last piece to the puzzle.
This switch pitch modification appears to be very different than a factory ST300/400 from the 60's. My '71 GS has the 60's tech and use it as hi stall for a launch to get the engine into the powerband sooner and low stall after it's moving. I have a toggle switch for it as well as it wired to the brake pedal and horn button. Low stall is about 1800 and hi stall is about 3500. Custom built converter for my application. IIRC, the towing application for this was to have hi stall about what a stock stall converter would be and low stall was a few hundred rpm less.
3500 rpm verses 2500 rpm. The Switch pitch is worth a 0.72 overdrive gear. I heard about these in 1988, on an Australian Hot 308s and 350s book by Street Machine. The TransAxle Escort automatic used the concept for a few years. You continue to really pump out Smart content, Mr R!
I'm just asking, wouldn't a lockup converter be similar? You can now get high stall converters for lockup applications. It is neat what your doing with the old parts
Yes a lockup would be similar, but I have two different stall speeds in this suburban literally at the flick of the switch. A lockup converter is locked up or not.
The European V12's, namely the Ferrari 400/400i and most 76- 93 Jaguar XJ-S used the stock stall GM 400 THM. On big 4.8 and 5.3 liter engines with a soft bottom end torque curve, they really could have used this...The Ferraris had awful drag friendly 3.42 that hurt cruise rpm, while the Jags latent 2.88 axle gear ratios, which hurt step off performance. On a switch Pitch, the Ferrari could have used the Cruiser 2.88 gears and still have pulled like a 3.42 off line. That's really like a poor man's 0.72 overdrive.
Tim Rayburn there is an update coming soon! I’m finishing up on porting the intake manifold today. Gonna blast it, paint it and get it installed and then finish the last oiling mod for a video. You are gonna like it for sure!
I have a rebuilt switch pitch turbo 400 but don't have the torque converter or the controller. Are the torque converters hard to find? Also you have the contact info for the controller guy.
The converter is the same and interchangeable out of the Switch Pitch ST300. You can likely find one of those a little easier... or from a Cadillac from the same era. They are the unknown guaranteed resource for parts. As far as the controller guy, his name is Bruce Roe, google him and you can find his contact info.
That is frickin sweet, that would be incredible if it would work with a 4L80E 🤔 I am guessing an Olds 403 jetting would be a little light for that Buick 400, the 403s were only like 185hp stock, I would guess something closer to the jetting in a 70s 454 truck engine would be more like it, those were rated like 245hp, I would think you're making at least that much. It wasn't making a lot of noise but that Sub was boogying when you took off from that stop. You might not have the TQ of some of the bigger engines but, that's got to be pulling harder than a 400 SBC, Olds 400 or 403, probably around to W72 Pontiac 400 power levels, they were rated 220hp factory and 260-280hp by the NHRA.
The Olds 403 jetting has got to GO! It's a slug and always smells rich, even when it's pinging due to a lean condition. I've gotta find a calibration that works with this never was low compression 400 in a Suburban.
It’s attached to the vent on the carburetor and allows filtered air to flow into the carb and the fuel to not vaporize out of the bowl that easily. If it was open to the atmosphere, dirt, debris and vaporized fuel leaving the fuel bowl dry at startup were issues we saw happening without this cobbled contraption.
EVERY single TH400 can be a switch pitch. Just find any switch pitch and swap in the switch pitch guts to make it work. There are a few videos on UA-cam that discuss this changeover. You can use the transmission you have now.
It'd be awesome if you could switch it manually a torque converter from high to low stall with a switch forget all the vacuum lines maybe a relay switch.
Dallas, on UT live I asked about a turbo setup because I thought you said you had one from a Regal that you never used. Sorry I may be confused about it
Trust me, it's still slipping in low stall. All you did was kill your fuel milage. They discontinued switch pitch because there was no real advantage. It's not an o/d. Plus the fact you're running a 70+ y/o torque converter (try getting a rebuilt one, you won't find one) If that controller doesn't allow sw/pitch to work for 20 secs. you've already gone through all your shifts... so what's the point? Get a stall converter if you want high stall. Pitch the switch pitch in the can and leave that old technology where it belongs... in the past.
Well done ... never seen an actual driving video of a SWP conversion I suspect there is a delay of swp activation upon first brake application Seconds [so u can stop start traffic ] Yes I have controller and swp /th400 but not installed .
It's not a 0.72 overdrive at all. With a true overdrive the output shaft of the transmission would be spinning at higher RPMs than the engine. That will never happen with this 3-speed non-lockup transmission.
@@cdglasser True.Its not factually an overdrive. Fang Straight The effective point is that the Switch pitch allows you to run an effectively higher final drive, and then split down the top gear from 1.00 at very low stall, then have a 1.39 ratio ( the inverse of 0.72, the same as the 2500 rpm past stall, or 3500 rpm with the switch Pitch hi stall). Only in top, or slugging in second, that Switch Pitch is Gearvendors Reducer at 1.39 in top, when it was 1:1 or 2.06 in second, when it was 1.48:1. With tall axle gears ( numerically low CAFE gears), the THM 400 SwitchPitch...it does exactly the same thing as a Gearvendors Over drive in low load situations.
huh, Nobody rebuilds sw/pitch converters sorry, (but they are junk) if you do find a company who does, you could purchase a top of the line billet converter cheaper... and those start in the $2000 range.
There goes the Neighbourhood. My fifth deleted You Tube comment. I was saying, a 3:38 and 7:00, that if Ferrari had used this in there 400 and 400i, or Jaguar in there XJ 12 or XJ-S, these are just like 0.72 ratio overdrives.
First three comments are always deleted. It's like the You Tube Algorithm thinks I'm a Troll. Trip Trip, Trip Trop, where's the Family Von Trap, Mr RN.
A Better Idea by Buick that should have been in every TH400. It makes a good transmission great.
100% Agree!
Switch-Pitch plus a lockup for highway use...
That's a good explanation, assuming that younger guys have never even heard of this option. It's too bad that GM's bean counters had production of these stopped. They could instead have sold these better, through better advertisement, methinks.
That Buick mill sounds great. That was a good idea of dropping one of those into there.
The second reason for producing Switch Pitch converters was for better fuel economy
That’s really cool. I’m getting a 1965 olds f85 from my grandfather. It’s a 225 v6 with the “jetaway” st300 trans. I was trying to find info on the switch pitch and your videos are what I was looking for. Thanks!
How much pitch could a switch pitch pitch if a switch pitch could pitchswitch?
😂
42
I love that you are reviving the premium technology from the past. It's super interesting stuff. Hope some of that effort pays off. Seems like the low stall should reduce heat as well as save gas.
Finally a channel with good solid info. Thanks Mr.Rodders!✌👍
I had a 1964 Buick Special with a turbo 400 and a variable pitch converter. On mine I just had a toggle switch with the polarity reversed ( on off on ) the wire to the transmission was connected to the center or off connection on the switch with the brake light circuit going to a relay sending voltage to one of the on connections of the switch and the other on side of the switch was hot when the car was running. With the switch in the center position no signal to the torque converter it was in low stall all the time, with the switch to one side whenever the brake lights where on the converter was in high stall so you could bring the RPMs up while stopped at a light and when you let go of the brake the converters blades would flip and you could nail it and make the car shoot off the line. With the switch to the opposite on side the converter was highstall all the time.
That is really great stuff, Dallas. You did a nice job of explaining how it all works and showing us. If I recall correctly, Oldsmobile used a Switch Pitch torque converter with their pre-1968 Jetaway (ST300) 2-speed transmissions.
Pat, that is correct the Super Turbine ST-300 transmission used by Buick, Olds and Pontiac had the Switch Pitch Option. I have not seen a Pontiac version, which leads me to believe that it may have only been used by Buick and Oldsmobile... but I could be wrong... there may have been a few ST300 Pontiac Switch Pitch transmissions that might have been an option. I'd like to think that possibly the OHC Pontiac 6 with the hyper pack 4 barrel and ST-300 Switch Pitch in a stripper 1967 Firebird would have been a formidable opponent on the street.
Most of my experience has been with Oldsmobile. B and C body cars 1965-1967.
425/400 cars currently have a 1966 Delta 88 with on.
3:38 Twenty seconds of Time Out. Choice! Now, who does that remind me of? And those LED mph and rpms, nice.
loved my switchpitch in my '73 regal455,had a toggle switch on the dash to activate
If you want to see the stator switch via throttle, you need to be running about 40 and low stall then jump on the throttle but not quite full throttle. You should see and feel the stator move to high stall.
On the smooth shifting, this is a Buick version of the ST400. Buick did a lot to make that transmission smooth since it replaced the Dynaflow that Buick used for years. The Dynaflow didn't shift at all as the torque multiplication was all done in the multiple element torque convertor. I've got a 65 nailhead in my Model A with a switch pitch ST400. At light throttle you can barely feel the transmission shift.
When I drag race I use a push button to control pump solinoid next to shifter.
Low stalling before first to second shift .press the bottom.low stall before sec. to third.
With B&M master kit parts .burns rubber both shift and smooths the torq curve
Thanks for the plug and super stoked that you love it.
I am restoring my 65 GS 401 and the th400 was on the build sheet. Any information would be very greatly appreciated. I've rebuilt and installed the Carter 4082s. Carb. Just one last piece to the puzzle.
This switch pitch modification appears to be very different than a factory ST300/400 from the 60's. My '71 GS has the 60's tech and use it as hi stall for a launch to get the engine into the powerband sooner and low stall after it's moving. I have a toggle switch for it as well as it wired to the brake pedal and horn button. Low stall is about 1800 and hi stall is about 3500. Custom built converter for my application. IIRC, the towing application for this was to have hi stall about what a stock stall converter would be and low stall was a few hundred rpm less.
I was hoping to hear the quadrajet moan at least once lol
3500 rpm verses 2500 rpm. The Switch pitch is worth a 0.72 overdrive gear. I heard about these in 1988, on an Australian Hot 308s and 350s book by Street Machine. The TransAxle Escort automatic used the concept for a few years. You continue to really pump out Smart content, Mr R!
I'm just asking, wouldn't a lockup converter be similar? You can now get high stall converters for lockup applications. It is neat what your doing with the old parts
Yes a lockup would be similar, but I have two different stall speeds in this suburban literally at the flick of the switch. A lockup converter is locked up or not.
The European V12's, namely the Ferrari 400/400i and most 76- 93 Jaguar XJ-S used the stock stall GM 400 THM. On big 4.8 and 5.3 liter engines with a soft bottom end torque curve, they really could have used this...The Ferraris had awful drag friendly 3.42 that hurt cruise rpm, while the Jags latent 2.88 axle gear ratios, which hurt step off performance. On a switch Pitch, the Ferrari could have used the Cruiser 2.88 gears and still have pulled like a 3.42 off line. That's really like a poor man's 0.72 overdrive.
Great job.Give us an update on the SEGA Super Stocker
Tim Rayburn there is an update coming soon! I’m finishing up on porting the intake manifold today. Gonna blast it, paint it and get it installed and then finish the last oiling mod for a video. You are gonna like it for sure!
Be interested in how it effects your mileage. Great video 👍
Cool video 😎 now I gotta research “ switch pitch”
I have a rebuilt switch pitch turbo 400 but don't have the torque converter or the controller. Are the torque converters hard to find? Also you have the contact info for the controller guy.
The converter is the same and interchangeable out of the Switch Pitch ST300. You can likely find one of those a little easier... or from a Cadillac from the same era. They are the unknown guaranteed resource for parts. As far as the controller guy, his name is Bruce Roe, google him and you can find his contact info.
Dallas, is there anyone still making switch pitch converters? I know Poston used to carry them.
I always thought a gearvenders overdrive behind a SP 300ST would be a great setup.
Not that I know of... Mine is a stock 67 Rivvy.
That is frickin sweet, that would be incredible if it would work with a 4L80E 🤔 I am guessing an Olds 403 jetting would be a little light for that Buick 400, the 403s were only like 185hp stock, I would guess something closer to the jetting in a 70s 454 truck engine would be more like it, those were rated like 245hp, I would think you're making at least that much. It wasn't making a lot of noise but that Sub was boogying when you took off from that stop. You might not have the TQ of some of the bigger engines but, that's got to be pulling harder than a 400 SBC, Olds 400 or 403, probably around to W72 Pontiac 400 power levels, they were rated 220hp factory and 260-280hp by the NHRA.
The Olds 403 jetting has got to GO! It's a slug and always smells rich, even when it's pinging due to a lean condition. I've gotta find a calibration that works with this never was low compression 400 in a Suburban.
Consider buying his design and keeping this alive.
what's the fuel filter with the pcv valve stuck in the end of it for...?
It’s attached to the vent on the carburetor and allows filtered air to flow into the carb and the fuel to not vaporize out of the bowl that easily. If it was open to the atmosphere, dirt, debris and vaporized fuel leaving the fuel bowl dry at startup were issues we saw happening without this cobbled contraption.
@@mr.roddersneighborhood2740 huh...must be a qjet...brilliant...
@@JSki-kb8vf yes, QJet
I'm looking for a TH 400 for my 65 Gran Sport. It came with the switch pitch. So I'd like to get it back to the build sheet.
EVERY single TH400 can be a switch pitch. Just find any switch pitch and swap in the switch pitch guts to make it work. There are a few videos on UA-cam that discuss this changeover. You can use the transmission you have now.
Be careful, after about 1972 GM stopped producing TH400 cases with the oil passage needed to convert a regular to switch pitch trans.
It'd be awesome if you could switch it manually a torque converter from high to low stall with a switch forget all the vacuum lines maybe a relay switch.
You can switch it with a simple toggle switch. I chose a controller so I’m not constantly having to run the switch.
Very cool
Took the 2 speed out of my 65 skylark gs and put a 400 switch from a 64 riviera 425 dual quad.
Nice work brother. 👍
Sweet Transmission
Very successful swap!
Dallas, on UT live I asked about a turbo setup because I thought you said you had one from a Regal that you never used. Sorry I may be confused about it
I had one almost 30 years ago, but I do not remember saying that I have it now. I have not seen it in 30 years.
Well, I do have selective hearing lol! Thanks for replying. I was definitely confused
Trust me, it's still slipping in low stall. All you did was kill your fuel milage. They discontinued switch pitch because there was no real advantage. It's not an o/d. Plus the fact you're running a 70+ y/o torque converter (try getting a rebuilt one, you won't find one) If that controller doesn't allow sw/pitch to work for 20 secs. you've already gone through all your shifts... so what's the point? Get a stall converter if you want high stall. Pitch the switch pitch in the can and leave that old technology where it belongs... in the past.
Well done ... never seen an actual driving video of a SWP conversion
I suspect there is a delay of swp activation upon first brake application Seconds [so u can stop start traffic ] Yes I have controller and swp /th400 but not installed .
20 second delay in the controller from the second you let off the brake pedal.
interesting stuff
The other thing you can do is use an old high low beam foot switch.
0.72 overdrive via the converter. If Ferraris 400/400i and Jaguars V12 XJ's used this, they would have been perfect.
It's not a 0.72 overdrive at all. With a true overdrive the output shaft of the transmission would be spinning at higher RPMs than the engine. That will never happen with this 3-speed non-lockup transmission.
@@cdglasser True.Its not factually an overdrive. Fang Straight
The effective point is that the Switch pitch allows you to run an effectively higher final drive, and then split down the top gear from 1.00 at very low stall, then have a 1.39 ratio ( the inverse of 0.72, the same as the 2500 rpm past stall, or 3500 rpm with the switch Pitch hi stall). Only in top, or slugging in second, that Switch Pitch is Gearvendors Reducer at 1.39 in top, when it was 1:1 or 2.06 in second, when it was 1.48:1. With tall axle gears ( numerically low CAFE gears), the THM 400 SwitchPitch...it does exactly the same thing as a Gearvendors Over drive in low load situations.
I think of a decent torque converter company made reproductions they would sell like hotcakes especially on the restoration market.
huh, Nobody rebuilds sw/pitch converters sorry, (but they are junk) if you do find a company who does, you could purchase a top of the line billet converter cheaper... and those start in the $2000 range.
theres a real vacuum for this product. they would sell like hot cakes.
Personally I blame squirrels
There goes the Neighbourhood. My fifth deleted You Tube comment. I was saying, a 3:38 and 7:00, that if Ferrari had used this in there 400 and 400i, or Jaguar in there XJ 12 or XJ-S, these are just like 0.72 ratio overdrives.
First three comments are always deleted. It's like the You Tube Algorithm thinks I'm a Troll. Trip Trip, Trip Trop, where's the Family Von Trap, Mr RN.