I have a 351W in my 47, backed by a C4 and 3.00 gears. I'd like to improve the bottom end for around town use, but probably use it on the highway a lot more. I thought about getting an AOD, but have a rebuilt 700R4 in my possession, so would like to adapt that for use somehow. Would also be getting a lower first gear out of the deal. I will be changing the rear ratio to 3.55 or 3.70 to better suit the overdrive. Any one use any other adapters available, and have comments on what to watch for as to fit, service etc. Interested in comments on the plate style and bellhousing adapters. Thanks!
In the long run its cheaper to go buy an AOD out of big ford and get the drive shaft for the input and go from there.I assume you have a 9 inch rear so the gears wont be any problem at all. The good part is no adapter and having to match up a starter. Your way better off keeping factory parts in it and all ford.
What I am running is an AOD with the internals from a 4R70W. Improved clutches and bands, lower first and second gears, high gearing unchanged. With 3.07 gears in the back I am turning about 1650 RPM at 70 MPH on the freeway in OD.
I've never combined a SBF with a 700, but I have run both types of transmissions and I prefer the 700r4 to the pre-computer AOD. The AOD has a tall first gear (2.40) and a steep OD (.67) so it works well with 3.55 and higher rear gears. 3.73, even 4.11 work well with an AOD. The 700 has a lower first gear so (3.06) launches are better and the .70 OD is good even with 2.88 or 3.08 rears. 3.55's are the sweet spot for me. But the one thing I don't like about the AOD is the mechanical lockup. The design uses a two piece input shaft, inner and outer, to get to a lockup state. In third, 67% of the torque is transmitted thru the direct drive and when you shift into fourth, it goes to 100%. No clutch. It is simple and effective, but sensitive to the TV settings and can be clunky. And it doesn't offer any way to unlock the converter in fourth gear. The 700R4, OTOH, has an electrically controlled torque converter clutch. You can control it with something as simple as a toggle switch (not my favorite way), but because it's electrical, you can trigger it with speed switches, vacuum switches, brake switches, clutch switches, or even outputs from an engine management ECU. I don't know why you don't see this done more often. It makes sense to me. There are a number of block adapters for Powerglide to Ford applications. One of those might work for a 700.
700r4 does not require a computer - it functions off a TV cable. The 4L60 is the same, the 4L60E is the one that needs a computer.
I would suggest selling the 700R4 to buy an AOD. Then you won't have to dick around with adaptors, speedo drives, tailshafts, starters, etc. The AOD will be much closer to a bolt in replacement for the C4 then the 700R4. Good Luck.
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