Question about the 700R4 transmission???

So the transmission I was gonna buy fell through. I'm in no rush but am still looking for a deal to jump on. I just found a rebuilt one with new T converter for $250.
Called the guy and he said he doesn't think it will bolt up to a SBC. Only V6 motors.
Is there different model 700R4's for the V8 and V6 motors?

 

yes they are different.

Ive used TCI's lock up kit for non computer controlled applications. take the pan off, hook some things up, run wiring to a brake activated switch, Im not a trans guy and Ive done these several times, no more difficult than changing a trans filter.

700R4 will also get you a lower 1st gear, the drop from 1-2 is larger.

If you want to cruise and not race its the perfect set up. building one for the track gets pricey

 

Here is the bellhousing. I'm waiting for the tag #s but he said it was an 84'.
My motor is a 63' 327.

 

That is a 60º V6 bell housing. You want one with the pattern from a V8 or a 90º V6.

This will not bolt up to a SBC.

 

I'm passing on it either way as the earlier advice was to get an 88' or newer 700R4.
I'm more curious about the bellhousing and what pattern I should look for. I guess a google search would get me what I need.

 

Thanks.

 

Looks like this:


Later model SBC and 90º patterns have a 7th bolt at the peak of that pattern, but are otherwise the same, and interchangeable.

 

I found the same thing with a google search. Saved it to my PC so I can compare when searching. Thanks for the help guys. I'm gonna be patient and wait for the right deal.

 

Even if you find one for a v-8 as suggested earlier stay away from 1985 and earlier they are junk,leave you beside the road Chevy finally got the kinks out of them in 87 after alot of problems and waranty issues.

 

Why would driving the 700R4 down the highway without the torque converter locked up, make it overheat and burn up?

Just wondering about that previous statement.





r4

 

Buying a used one is a crap shoot. On top of all the aforementioned differences, there are also internal differences based on what it came out of. A 700 out of a diesel has totally different shift points. There are different springs in the valve body and even internal differences in the number of clutch plates, etc. depending on application.

 

I have had both gas and diesel, "K" case (truck, stronger case) and regular case, 2wd and 4x4 ones across my bench (all '89 or later). The only functional difference I have seen so far between them is the governor, torque converter and auxiliary valve body.

I have not seen them all, but that is my experience.

Running with an unlocked converter will cause it to run hotter. Overheating would depend on the conditions and your driving style, but it is a higher risk. Heat is the enemy.

 

This should help all of ya, to ID a trans

http://www.transmissioncenter.net/PanShapes.htm


<TABLE border=0 cellSpacing=0 cellPadding=0 width="80%"><TBODY><TR><TD width="100%" align=middle>

GENERAL MOTORS PANS <TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD width="16%" align=middle></TD><TD width="16%" align=middle></TD><TD width="17%" align=middle></TD><TD width="17%" align=middle></TD><TD width="17%" align=middle></TD><TD width="17%" align=middle></TD></TR></TBODY></TABLE><TABLE border=1 width="100%"><TBODY><TR><TD width="16%" align=middle><ADDRESS>125/CM </ADDRESS><ADDRESS>3T40 </ADDRESS><ADDRESS>16 BOLTS </ADDRESS></TD><TD width="16%" align=middle><ADDRESS>4T40 E </ADDRESS><ADDRESS>12 BOLTS </ADDRESS></TD><TD width="17%" align=middle><ADDRESS>440-T4, 4T60 </ADDRESS><ADDRESS>19 BOLTS </ADDRESS></TD><TD width="17%" align=middle><ADDRESS>4T60E </ADDRESS><ADDRESS>20 BOLTS </ADDRESS></TD><TD width="17%" align=middle><ADDRESS>4T80E </ADDRESS><ADDRESS>16 BOLTS </ADDRESS></TD><TD width="17%" align=middle><ADDRESS>4L80E </ADDRESS><ADDRESS>17 BOLTS </ADDRESS><ADDRESS>Rear Wheel Drive </ADDRESS></TD></TR></TBODY></TABLE>

FRONT WHEEL DRIVE​

<HR><TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD width="20%" align=middle></TD><TD width="20%" align=middle></TD><TD width="20%" align=middle></TD><TD width="20%" align=middle></TD><TD width="20%" align=middle></TD></TR></TBODY></TABLE><TABLE border=1 width="100%"><TBODY><TR><TD width="20%" align=middle><ADDRESS>200-4R </ADDRESS><ADDRESS>16BOLTS </ADDRESS></TD><TD width="20%" align=middle><ADDRESS>250, 350 </ADDRESS><ADDRESS>13 BOLTS </ADDRESS></TD><TD width="20%" align=middle><ADDRESS>375, 400, 475, (3L80) </ADDRESS><ADDRESS>13 BOLTS </ADDRESS></TD><TD width="20%" align=middle><ADDRESS>700-R4 4L60/E </ADDRESS><ADDRESS>16 BOLTS </ADDRESS></TD><TD width="20%" align=middle><ADDRESS>GM 4L30E </ADDRESS><ADDRESS>13 BOLTS </ADDRESS></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>​

 

OK. Help me out here. I'm not looking to buy my transmission yet. But I'm at the stage where my frame will be ready for mock up and have the engine mount crossmember and trans crossmember installed. problem is I need a trans to bolt up to my motor to line it all up. My plan is to either borrow/rent a core 700R4 for a weekend to get the frame ready. Wish I knew someone local who could help me out with it. My question is what core options can I use to mock it up? Any 2wd V8 700R4? What about the 4L60/E?

 

It has to do with the fact the input shaft is turning slower than the output shaft and also the path the fluid takes through the converter. The cooler out fluid comes from the torque converter and goes straight to the cooler but has a more effective heat removal path through the converter when the converter clutch is locked up. Plus the converter does not generate nearly as much heat when the clutch is applied. This does not apply to all GM overdrive hydramatics. But it does apply to the 700R4 / 4L60E style transmissions.

 

Yes. You can verify with a tape measure. The 700R4 is 22-1/2" from the face where it attaches to the block to the center line of the transmission mount bolts. I say verify, because there is a less-common one from the Caprice that has a mount about 5" farther back.

 

Not sure if it was ever answered or not. But will a 4L60E work as well? I need a trans for mock-up. i found a 94 4L60E from a chevy suburban for sale for cheap.

 

I was told the 4L60's and up were electronically controlled by a pcm or some type of contoler or computer..you would need that too, and unsure about what type of TPS switches and ECM stuff etc...

700r4 is a good trans..and if it helps save gas and your engine, why not..they are not too hard to set up , there is a ton of information on here in how to do it many ways

 

There are several companies that sell lock up kits for the electronically controlled 4L60E. Check in a street rodder mag. Gearstar is one that advertises 4L60 transmissions. Their phone number is 1-800-633-2353.

 

Cool, thanks for the info..
my information was pretty old., glad to see theres a way, or that someone found a way

 

The 4L60E will work for a mock-up.

Note: There is a 4L60 and a 4L60E. The are not the same and the terms are NOT interchangeable. The 4L60 is 700R4, just re-named for GM's modern nomenclature. The 4L60E is the electronically shifted replacement for the 4L60(700R4). A lock-up kit for a 700R4 will work on a 4L60, as they are the same transmission.

The 4L60E does not have any inherent capability to shift itself. Must be used in conjunction with a factory ECM or with a stand-alone shift computer. These add about $1000.00 to the setup when all is said and done.

 

I'm gonna wait to find on to buy. I'm gonna start hunting down a 700R4 to be able to use just to mock up my frame. I'm sure someone will help me out for a few bucks. Maybe someone with a non-working transmission would be willing.

 

For mock up, could a 4WD model 700R4 be used. I have a Guy willing to loan me one for $25 for a week. The gentleman is saying other than the tail.... its the same.

 

Yes, the rest is the same, if all you're mocking up is mounts and position it should work.

4L60E is externally identical, though.

 

Loan for $25 bucks?
Seriously though you are on the right path-use the same breed of trans you will install-I asked someone for measurements and ended up having to re-do part of my chassis later because I didn't have a core at the time for mock up.(And the measurements given were wrong)

 

When I mocked mine up I bought a 700r case at a local trans shop for $20. Told me I could bring it back when through but I just kept it.

 

Not to get this thread off topic-but I have run my 700r4 with the converter locked or unlocked-it's about 200 rpm difference at any given speed.When I am running on a two lane road or below 60 mph I never lock it up.My car weighs about 3200 lbs has about 400 ft/lbs of torque and has over 25,000 miles so far. The only cooler I have for the trans is the one in the rad(Walker) It hasn't gone up in smoke yet. The 700r4 (Or comparable OD auto)is the way to go for a road car.

Jim

 

Thanks. I will check some local tranny shops as well.

 

I have a buddy who owns a tow business and is letting me ravage whatever he gets in his yard. I just scored a Ford Explorer 8.8 rearend from him for free. Just had to go tear it out before he either crushed it or sold it to a local dismantler. Anyway, he said I can grab a transmission as well so he wants to know what to look for. He has no clue what cars/trucks come with the 700R4.
So, can anyone tell me what are the best choices as far as a donor for me to let him know what to look out for?

 

They can be found in 1982 to 1992 Chevrolet and GMC full-size vehicles (V8 or 90º V6 equipped), and a few limited models in 1993. Best to look for one 1989, or later.

If you can find one from a truck application, the case is a little stronger. Those have a big letter K on the side of the bell housing. You can't miss it.