Had an 82 C10 LWB with a stock 350/TH350, 235/75/15 tires (28.9in), 2.73 gears. Sweet spot was at 80-85mph, with plenty of pedal left. Could even cruse at 95-100mph if i wanted to without breaking a sweat. Hated anything from 60-70mph especially around hills or traffic. Wished i had 3.42s or 3.73s, since the truck was 90% city, 10% highway. As long as you stay below 4,000rpm cruising with a stock sbc, they will hold up great. People did it back in the 60s-80s and still get 200,000 miles or more. Can't handle the rpms with a sbc, time to buy a louder radio!
I'm a retired mechanic specialize in transmissions and carburetor modification I know on a 350 and 400 Turbo hydramatic the cars came with different extension housing an output shafts length depending on the car what the manufacturer wanted to put in the vehicle the short shaft was very popular they also had a longer output shaft and extension housing on some turbo hydramatic transmission the main part of the transmission was the same the case was the same the extension housing was longer and the output shaft was longer truthfully I really like the Turbo hydramatic 400 they are very strong transmission also I like to C6 transmission it was a very strong transmission big intermediate band and big loan Reverse band very strong transmission for the big block Ford motors the C4 Motors were put in the small blocks the C4 Transmissions we're okay for passenger cars the C6 was very heavy duty very strong transmission the Ford Transmissions have a firmer shift the turbo hydramatic transmission have a mushy shift just remembering the good old days when I used to rebuild Transmissions I used to modify carburetors I also used to modify carburetors for gas mileage had a 65 Ford Galaxie 289 4 speed transmission old motor 90 to 120 lb compression new motor 160 lb compression pull a 5 by 8 trailer what about 85 lb of tongue weight on the vehicle got 23 and a half miles to the gallon on a old motor on a 65 Ford Galaxie four door there is a lot of different ways you can get good gas mileage on a vehicle a hydrogen generators a good way to get better gas mileage hydrogen Burns clean thank you very much and everyone have a great day
Thanks for your insight Kent! Besides all the minor problems with a TH350, they are still bulletproof reliable transmissions for a daily driver, if properly maintained. No computer, easy to work on.
bored Warner used to make a manual transmission many years ago that had a Overdrive on it with a solenoid and a Paul that went into the Sun Gear it really work good and gave you much better gas mileage grabbing some things lately
Three speed manual with overdrive was the state of the art before the four and five speed manual transmissions became commonly available. Now of course manual transmissions with six speeds are available with some cars but some others no longer offer them and some have continuously variable transmissions. Unfortunately the increased complexity and use of technology instead of robust hardware make failures more expensive and likely to happen.
True the 700r4 will save excessive ware on the engine it's faster on take off but the stall or performance converter is more costly than the one for turbo 350 the 700r4 is about the same lenght as the long shaft 350 the drive shaft from a short shaft will have to be shortened but according to what mods has be a n done to the engine the 7oor4 is more costly to build and buy control box to lockup converter for overdrive its your choice or budject pay more for trans to start out and save on gas and engine wear or cheaper investment and pay more going down the road for extra gas and engine ware plus the sound like you need too change into another gear the recession is yours or custumers but have fun with hot rodding
glad i came across your channel, my son and i have a '52 3100 with a 350 and a TH350 in it and have just started looking into what it would take to put a 700R4 in.. might have a few questions for you as we approach that. :) Thanks!
..yes, it is a nicely built truck..but it needs a paint job..this patina thing has gotten out of hand, it's getting old...just another fad, that hopefully soon will pass...
@@dyer2cycle I can understand your opinion on the patina, but the goal of our truck was to show how our aftermarket panels mated with original steel. We literally tig welded the panels on and cleared over the welds so people could see the fitment.
It seems like a lot considering the TH350 has stood the test of time and has traveled on long trips for decades before the 700 came along and might be one reason why Chevy is so popular? I’m not an expert but I think that 350 engines have been revving high for years with little ill effects?
The higher revs arent really hurting the motor, although you could argue that if you drive many highway miles it would contribute to wear. Lowering the revs at highway speeds will get him better gas mileage.
One of the best choices for an overdrive transmission is the 2004r. Do not confuse this with to 200 metric which is junk. The 2004r was used in all Cadillac Deville and Buick Grand Am. It is a unibolt bell housing so it fits Chevy and BPO engines. Use your existing TH 350 drive shaft. Proper wiring for the trans is available from several suppliers. The TV cable is extremely important and must be properly adjusted. Omit this step and you will destroy the trans. Here is HOW TO ADJUST THE TV CABLE without using pressure gauge. Start with about 3/4 inch of cable exposed at carburetor or air intake. Shift trans to D position, using light throttle accelerate until you feel the 1-2 shift, stab the accelerator to the floor, the trans should Immediately downshift to 1, if not, stop and shorten the tv cable about 1/8th inch. Continue doing this until you get that instant downshift. You now have the TV cable correct so now you are ready to cruise while enjoying that .69:1 final output ratio.
I have a 1988 Monte Carlo SS and the th350 in it is fun (had to raise the gears up to 3:29 because those original 3:73's were too damn high) but once I hit the highway the RPM's are screaming. I want that overdrive which will allow me to put the 3:73's back in the rear end. Did you have to buy a shorter drive shaft? The 700R4 is longer than the th350 and how do I find the correct length?
I had my driveshaft cut down. You should be able to measure from the center of the rear yoke mount holes (on the rear end) to the rear of the transmission housing and then subtract 1-1/2", I think, to get your driveshaft measurement. You take off 1-1/2" so that the front yoke is only halfway over the splines. If you don't do this, the driveshaft will bottom out/jamb when the rear suspension flexes.
@@JM-xi8uz yeah I wanna Cruise an stuff around town an maybe on the highway an don't wanna burn to much gas cause I have a 350 turbo in my Monte Carlo SS
@@Mr.Frost181 I have a 1988 Monte Carlo SS and the th350 in it is fun (had to raise the gears up to 3:29 because those original 3:73's were too damn high) but once I hit the highway the RPM's are screaming. I want that overdrive which will allow me to put the 3:73's back in the rear end. Did you have to buy a shorter drive shaft? The 700R4 is longer than the th350 and how do I find the correct length?
I’m wondering if I could just buy a complete set up of someone transmission transfer case driveshaft and hoping it will bolt onto the 454 without me having that high RPMs
The TH350 was a bad design. Every transmission until, the TH350 came out had a coupling between the input no output shafts. The input normally had a hole in the end of it with a needle bearing inside that the output shaft narrowed down to fit into. This supported the shafts so that they didn't wobble around on their own or flex under load. The TH350 doesn't have that. The two shafts merely butt up against each other. The only thing holding the two shafts in alignment are the clutch drums when they are activated. Otherwise they can float around wherever they want. It's a poor design that was done on purpose, requested by the top management of GM in the 60's. The problem was that the Powerglide and TH400 were so good that they generally lasted as long as the engine did. But the Brass at GM wanted to sell more parts and service and put out a design order for a transmission that would only last 60,000 miles, instead of 100k he other two transmission at the time were lasting. The engineers did a great job of hitting the 60k mark as the TH350's were known to go out at roughly 60k.After that, in the late 70's/ early 80's GM came out with a light weight Automatic for 4 and 6 cylinder cars. This was the TH200, and it had pressed clutch drums instead of forged drums that were machined to hole the tags on the friction discs of the clutch pack. In don't know what else was inside of them, but they were horrible transmissions that failed sooner the the TH350. In the 60's through 70's if a guy was building a hot street or race car they would took the TH350 in favor of a TH400. The coolest thing about the TH400 is that the early models used a switch pitch torque converter. The vanes in the stator of the torque converter opened wide when the car was starting out, coming away from a dead stop and accelerating up to speed. Before the TH400 Buick had a transmission called the Super Turbine 300. It also used a switch pitch torque converter but it was 10" compared to the TH400's 11" diameter. The smaller the diameter, the higher the stall speed of the torque converter. So by using the Super Turbine 300 converter in a TH400 you got around 2500 rpm stall speed, and you had the switch pitch stator that helped the car get off the line. Lots of guys in the know would make this swap. Now days it's getting harder to find the right year TH400. But back in the day it was a secret weapon on the street!
My 66 cutlass debadged 442 had the th400 w/ variable vane torque converter. Didn't have any info on it at the time and it drove me nuts trying to figure out the extra wiring attached from the carb linkage to the trans. Finally learned what it was and how special it was after it was gone. That's how Dr. Olds was able to smoke the tires in a 4500lb car with 2:73.1 gears in the rear. Endless smoke and 140mph top speed in the same car. People should have taken him more serious back in the day.
I'm not sure if it's the 400 or the 700 but I believe the inside of it is completely reversed as the turbo 350. I could be wrong I went to school to be a mechanic way back in the late 80s and I work at a transmission shop briefly in the late eighties as well. But a lot of time has passed and I went into fixing houses as fixing cars was not paying anything to what I needed to survive. And since then I've been disabled with colitis, pouchitis, crohn's disease and I've smoked probably about 7 pounds of cannabis since 2000. Also been on Ambien for almost 20 years and if you think pot will make you forget things, Ambien is a hundred times worse.
Curious of what your rear diff ratio is? I have a 1940 Pontiac with Chevy 350 and TH400. Rear diff is original 4.11. Deciding on switching to a 700r4 or changing rear diff to a ratio 3.5 if you can. Budget is of decision.
I'm running 3.08s. The 700r4 gives it a little more initial pickup than a TH400, but it's not going to feel like 4.11s. I had 4.11s in my Mustang and swapped them out for 3.42s. That car doesn't have overdrive, and I'm almost wishing I would have gone with something closer to 3 (I like to drive longer distances on the highway). With the 3.08s and the 700r4, the truck can cruise at 75mph all day long.
I have 65 nova 350 & 350th, 456 rear. Going to try 700r4 first. Live 3mi. from Maple Grove Raceway Pa. and like to run, only have 300 hp. so 456 gets me going quick with 7'' slicks. Budget limited to one thing at a time. Just drive local with this hotrod. Curious on your choice.
Joe Paul yes. I have put many miles on a 4L80 in a couple friends trucks pulling snowmobile trailers. They drink, I drive. Lol. The current truck I wanted a 6.0 or 8.1 after suffering with duramax lb7 with -30 overnight lows. I ended up finding a good deal on an 8.1 so I got the Allison again. I don’t tow heavy, 3-5,000lbs but it’s highways and mountains. The 700r4’s with 350 engines did not hold up.
Joe Paul the 8.1 is great gasser. It’s not a duramax but I don’t notice with what I do. It’s still partial throttle for everything. The 6.0 does well for my needs but milage is crappy, 12-14. I get 11-12 with the 8.1. It’s not enough difference to make a difference to me. I’ve used 5.3/4L60’s a couple times and caravaned with them quite a bit. They end up on the floor and still only being mediocre. It’s great passing them going up a steep grade. More then one in my circle of friends has blown up. Honestly I’ve always just replaced trucks when the 700r4 blew. The advantage of driving used vehicles it is often cheaper to replace the whole thing vs building or rebuilding a tranny or motor.
@Joe Paul will a 4l60e or 4l80 hook up to a older 350 engine?? Ive heard about the adapter pieces that will connect but just wanna make sure first. Thanks
So, have my eyes on a classic old GMC handy an from the late 60s. The guy installed a 383 stroker, 700r4 and... 4.11posi rear end. I don't think these vans are particularly heavy nor do they have huge wheels. Is this thing pretty much just for drag racing or could it cruise at 140kph or 100mph without the engine screaming?
The 383/700r4 is a great combo. The problem is going to be with the rear end gearing. 4.11s are great for short, quick driving. They suck for pretty much anything else. That's an easy swap, though. I just swapped out 4.11s in one of my cars and put in 3.40s. It has a 3 speed automatic and 25" tall rear tires. At 65mph I'm around 3k RPM. With the overdrive gear in the 700r4, and maybe 3.08s in the rear end, you should be good to go in that van. It will still have pep from a dead stop, but will not over rev at highway speeds. There are online calculators that let you enter your transmission gearing, rear end gearing, rear tire diameter, and speed, and they will give you a good approximation of rpm. Definitely check one of those out before making any decisions.
Looking for some help, I have a Malibu wagon 1980 with a 3.8 v6 and would like to put a 200r4 in it . Some one said I can and I won’t even have to cut the drive shaft
Not sure on that one. We don't have a 200r4 laying around to get measurements off of. I'm sure you can find measurements online and then compare to what's in your car. You'll want to make sure the yoke splines are the same as well. The tranny might be the same length as what you have, but if the splines are different then you're going to need to have that portion of your driveshaft changed to match. The splines on the TH350 are the same as the 700r4.
200 r4 is easier than the 700 r4 exchange. The length is the same the bellhousing will fit any GM motor. You will need a little piece of metal for the mount, filler tube and detent cable. Terminal a is the hot lead on the transmission, terminal e is the ground. Swapped one in my 79 Trans-Am and it was cool. Of course I've rebuilt many of them too.
Roy Anderson glade someone answered so soon, I was most of the day looking up stuff and smelling my wife and daughter cooking. Happy thanksgiving guys and thanks again really appreciate your help.
I got a transmission in a 84 Chevy 1/2 ton pickup with the tv cable. What is the reason for the wire coming from the firewall to the transmission.ok I just listened to the whole video, you talked about it, I had the wire but lost it now I can’t find it
I've got a turbo 400 at 60 miles an hour it's doing 2,500 RPM what will it do with a turbo 700 at the same speed and also can I put the same stall converter
It depends on rear end ratio and tire size as well, but 60MPH in this 53 is around 1,800 RPM. Use an RPM calculator (like spicerparts.com/calculators/engine-rpm-calculator) and enter your gear ratio and tire size to get an idea of what the RPM should be.
Looking to put a 700r behind my 1955 Chevrolet Bel Air with a 235 six. Any advice? There must be something for the rest of the shift linkage and shifter. It has its stick powerglide now.
Call the folks over at Bowtie Overdrives (www.bowtieoverdrives.com/). This is what they do and they should be able to help guide you through what you will need to make that work.
The engine is fine, but you'll have to change the torque converter, the kickdown cable/tv cable setup, replace the shifter, and the driveshaft will need to be cut down. You'll probably have to modify the transmission support as well.
I tried both transmissions , I found that TH 350 was much much better and active much more than the 700 r4 .... I was feeling fantastic acceleration when used the TH 350 .. I found slow acceleration when used the 700 r4 ... can you please give me your feedback if you have already swapped from 350 to 700 r4 ?
I'm about to build a sbc carborated s10. Which transmission is best for daily driving and fuel economy? I don't plan on driving over 80 or street racing. It's being built just to make sound and carshows maybe.
Most of the transmissions mentioned in the comments (350, 400, 700) would be fine for your setup. If you're interested in fuel economy, I'd go with the 700r4 as it has overdrive.
I've heard other people mention that same casting but I'm not sure what it represents. If it were a 1979 or newer, it could possibly be a locking version, but it's not. The c5 casting is may just be a production facility code.
I'm installing a 700r4 into my 71 el camino. I bought the Lokar kickdown cable for the passing gear. I have a Lokar bracket on my carb for the throttle & kick down cable. Its not the same bracket or cable you used. Is the Lokar cable correct?
It could be. I used the TV kit from Bowtie Overdrives (www.bowtieoverdrives.com/). It was recommended to us by the shop that built the transmission. It's easy to install and set up and works really well.
A manual toggle switch. The toggle switch will allow you to lock the transmission into overdrive, if necessary, so that it doesn't continually try to shift between 3rd and 4th gears. Honestly, with the setup in our 53, I've never used the switch.
I have a question for you I put a 700r4 in my 69 Chevy, pickup got it from bow tie my problem is the Speedo cable is too short by about 3 inches I've tried buying new cables but all the same too short
That seems odd. Are you able to route the cable a different way? Most stock cables are the same length. We had a little bit of slack in our cable once installed, but the route that it takes could definitely make a difference.
@@RaybuckAutoBodyParts to route the cable up through the firewall the same way as it did with the 350 trans it was short the samel length that the 700r4 was longer than that 350
I got a 85 chevy k20 4x4. With 700r4. I was gonna change to a 350 turbo. Truck has 35 inch tires if i keep the 700r4. What should i change the gears to. To get more power cus its a dog
It's been a while since we did this build, but I think the yoke was the same. I think we just had the shaft cut down since the 700 was a bit longer than the 350.
hey 1990 k5 blazer with the 700r4 i converted from tbi to carb so i dont have the computer for lock up anymore...so i hook a toggle switch up with the 3 wires from my pig tail plug do i leave my switch on at all times or will i mess up something if i dont shut it off when im at a low soeed...i appreciate your feedback.....
There are a number of factors to think about before picking a transmission. What motor are you putting in it? What's the purpose of the truck (ability for long haul road trips, weekend driving around town, etc)?
Question I have a 82 Chevy shortbed my transmission has MV4 engraved on it also it and it has 14 T engraved on it and a 13 bolt pattern on oil pan and suggestions on a new transmission to bolt up to my engine
There are a few factors that need to be considered before making a blanket suggestion on a transmission. What engine is in the truck? What do you use the truck for (daily driver, weekend racing, etc)? How much highway driving to you plan on doing with the truck?
I can't say that I've tracking fuel economy before and after, but I would think so. Spinning 1800RPM vs 2600RPM for long distances on the highway will definitely use less fuel.
You can bolt up a 350TH or 700R4 to either a small or big block engine. Depending on the horsepower, you'll want to build the transmission accordingly. If you're going to install a manual transmission, you'll want to pick the correct bell housing to mate that transmission up to the engine.
Most likely yes. The splines and yokes should be the same, but you'll probably have to get it cut down. Most driveshaft shops can cut and balance for around $100-$150.
Hey fellas I have a question. I wonder if you guys can help . I have a 1980 with a 454 but I want to change the transmission it has because the gears are way too short it’s a MANUEL 3 spend and I can not drive it on the free way without the motor screaming. My question is what set up can I change it too that can bolt right up ?
Is it a 4WD? If so, then I'm not sure what to suggest there. I think you can buy a case adapter that would allow you to bolt this up. If you wanted to keep the 3spd, you could look at an overdrive unit like what Gearvendors sells. It's not cheap, and I think only gives you a final ratio around .78:1, but it allows you to keep everything else in place (other than the driveshaft). Tremec has some nice 4wd offerings as well. If you have a 2wd, then you should be able to bolt the 700R4 right to it.
You could leave the 3 speed transmission in your truck and change the rear differential gears to some that are more street friendly. If you don't tow,or haul many heavy loads 3.08:1 gears would be alright. If you do tow/ haul 3.42:1 to 3.73:1 would be better. The final drive on the 3 speed and the 4 speed truck transmission that came stock in 1980 was 1:1. Sounds like you have really low axle ratio. Taller tires would lower your engine rpm. I have a 77 k20 Chevy. It's got 3.73 gears and 31in tires. It's fine on the freeway. mine's an automatic transmission TH400. You can use a TH350 with a big block. I wouldn't do it with a 4×4 though. Heavy transfer case can crack the rear part of the transmission housing. Especially if you beat on it.
What is the shop you had build this transmission and roughly what is the cost I'm looking to go from the th350 to the r4 in a squarebody pickup and I'm near new Kensington
Wholesale Transmission (www.mikeswholesaletransmissions.com/). Mike is the owner. The cost can vary depending on if you have a core that you want to have rebuilt or not, how much power you're going to put through it, etc. You're probably looking at $1k-1.5k.
I heve a 63 nove that came with a power glide. I put a T 350 in it and have been driving it for over 15 years. I never hooked up the kick down. I want to replace the trans with the 700. Do I have to hook up the kick down. If you do not "punch it" I figure I do not need tne kick down. Go ahead and laugh, all my Ford friends do but I a runnig a one barrel on a 6 cylender. No tickets and I love the car.
True, with a 350 you don't necessarily need the kick down cable as you can just manually shift. For the 700, you definitely need the TV cable as that's what signals the transmission to shift. Additionally, the TV cable needs to be adjusted properly or else the clutch is just going to burn up. There are a number of TV cable options out there, from stock to aftermarket. We went with the kit from Bow Tie as we heard great things about it, and it's really easy to install and adjust.
@@traemoree5983 Depends on what you're looking to do with the car. If you want something that has some pep but doesn't rev too high on the highway, I would go with a gear set in the low to mid 3s.
@@traemoree5983 Again, it all depends on how you're going to drive it. I would suggest something fairly mild for smoother shifting. I would also suggest getting some strong axles for the rear end. Those size wheels are going to be a bit heavy. If you apply too much torque (jump on the gas), you'll take a chance of breaking the axles.
No. I would not use a 700R4 with that engine. The 400 should have worked fine. Sounds like there's something else going on, or that 400 wasn't built properly.
@@RaybuckAutoBodyParts I dont know exactly went wrong but after 20 minutes of on the freeway i got on the streets and it wouldnt shift into 2nd or 3rd, then eventually lost reverse, is there any transmission that you do recommend, that has an overdrive?
Big expense to do swap would have to drive many thousands of highway to save a little gas and small increase low end ratio . Forgot to say will need to change out drive shaft as well . Just how much does anyone drive these old cars highway ? IMO not worth it for the headache . Hard to beat the old faithful simple 350 . 350 so simple can do a shift kit in just few hours if need to . The 400 is a monster and heavy designed mainly for bigger trucks 4x4 etc . overkill unless burning the tires to numb . Most everyone trash talk 350 all the way engine trans rear .
The goal of the video was to explain the difference between the two transmissions to help someone decide what they want to put in their vehicle. It wasn't necessarily meant to convince someone to swap out a 350 for a 700R4. For our setup, we didn't do the swap for the gas savings. We did it to reduce engine wear, and to be able to drive at higher speeds for longer periods of time. We drive this truck a lot, so being able to cruise around 2k RPM for several hours at a time on the highway was a big deal.
Yes, the transmission will still work without supplying power to it. The power is to lock the transmission in overdrive. It will still shift in and out of overdrive without power, though.
@@RaybuckAutoBodyParts So it works the other way around, disabling overdrive and making it a 3 speed for e.g. towing? By the way by installing 700R4 in place of TH350 you are also gaining lockup function, aren't you? It helps to drop couple of extra RPM too.
I have a 3/4 ton Chev CK-20 had a big block with a turbo 400 transmission had a shop that was to rebuild my motor threw a rod and rebuild the transmission took them over 2 months to rebuild but when I got it back they had put a Z-28 Camaro motor from 1972 and a 700 R transmission was not a turbo cost me $7000.00 for this shop to steal my motor and transmission then claim this was what was in my 3/4 ton had in it now I can't haul a thing with this motor are transmission not geared for it now.
the 700 has a stupid low 1st gear.. smoke the tires in first in the 700 and it will fall apart, parts are made of tin and junk.200rpm in top gear is nothing. that TCV cable is CRITICAL,, people think its a kickdown and leave it off. BAD NEWS
It's a 3.06 first gear vs a 2.52 first gear in a 350. In my opinion, that's not stupid low. It gives a the vehicle a little extra jump out of the gate. The 700 can also be just as reliable as a 350, depending on how it's built, but even a stock 700 will perform just fine behind a stock small block.
@@metalbill2007 chill out kid. been doing all 3 a long time. 700 was a platform with pontential but the linkage controled pressure always went out of adjustment on them and burned up.
@@commando2074 Not really a kid at 44, but also not wound up. Just asked for some facts, that's all, instead of you just bashing it. A cable out of adjustment is not the transmission's fault.
Had an 82 C10 LWB with a stock 350/TH350, 235/75/15 tires (28.9in), 2.73 gears. Sweet spot was at 80-85mph, with plenty of pedal left. Could even cruse at 95-100mph if i wanted to without breaking a sweat. Hated anything from 60-70mph especially around hills or traffic. Wished i had 3.42s or 3.73s, since the truck was 90% city, 10% highway. As long as you stay below 4,000rpm cruising with a stock sbc, they will hold up great. People did it back in the 60s-80s and still get 200,000 miles or more. Can't handle the rpms with a sbc, time to buy a louder radio!
I'm a retired mechanic specialize in transmissions and carburetor modification I know on a 350 and 400 Turbo hydramatic the cars came with different extension housing an output shafts length depending on the car what the manufacturer wanted to put in the vehicle the short shaft was very popular they also had a longer output shaft and extension housing on some turbo hydramatic transmission the main part of the transmission was the same the case was the same the extension housing was longer and the output shaft was longer truthfully I really like the Turbo hydramatic 400 they are very strong transmission also I like to C6 transmission it was a very strong transmission big intermediate band and big loan Reverse band very strong transmission for the big block Ford motors the C4 Motors were put in the small blocks the C4 Transmissions we're okay for passenger cars the C6 was very heavy duty very strong transmission the Ford Transmissions have a firmer shift the turbo hydramatic transmission have a mushy shift just remembering the good old days when I used to rebuild Transmissions I used to modify carburetors I also used to modify carburetors for gas mileage had a 65 Ford Galaxie 289 4 speed transmission old motor 90 to 120 lb compression new motor 160 lb compression pull a 5 by 8 trailer what about 85 lb of tongue weight on the vehicle got 23 and a half miles to the gallon on a old motor on a 65 Ford Galaxie four door there is a lot of different ways you can get good gas mileage on a vehicle a hydrogen generators a good way to get better gas mileage hydrogen Burns clean thank you very much and everyone have a great day
Will a 350vfrom the 80s fit on a 95 360
350
Hola i have a Ford bronco 78 with c6 transmisión it's posible put a 700r4 in the Ford 400? And it's a Big diferience?
Thanks for your insight Kent! Besides all the minor problems with a TH350, they are still bulletproof reliable transmissions for a daily driver, if properly maintained. No computer, easy to work on.
Hydrogen generators: How did u make it?
bored Warner used to make a manual transmission many years ago that had a Overdrive on it with a solenoid and a Paul that went into the Sun Gear it really work good and gave you much better gas mileage grabbing some things lately
Three speed manual with overdrive was the state of the art before the four and five speed manual transmissions became commonly available. Now of course manual transmissions with six speeds are available with some cars but some others no longer offer them and some have continuously variable transmissions. Unfortunately the increased complexity and use of technology instead of robust hardware make failures more expensive and likely to happen.
True the 700r4 will save excessive ware on the engine it's faster on take off but the stall or performance converter is more costly than the one for turbo 350 the 700r4 is about the same lenght as the long shaft 350 the drive shaft from a short shaft will have to be shortened but according to what mods has be a n done to the engine the 7oor4 is more costly to build and buy control box to lockup converter for overdrive its your choice or budject pay more for trans to start out and save on gas and engine wear or cheaper investment and pay more going down the road for extra gas and engine ware plus the sound like you need too change into another gear the recession is yours or custumers but have fun with hot rodding
glad i came across your channel, my son and i have a '52 3100 with a 350 and a TH350 in it and have just started looking into what it would take to put a 700R4 in.. might have a few questions for you as we approach that. :) Thanks!
Put the Corvette servo, increased 4th clutchpack and HP pump spring and they are fine...
That truck is gorgeous! A good friend of mine told me to go 700r4 on my Dad's El Camino rebuild and you helped solidify that. Thanks
Thanks, and glad the video helped with your decision.
..yes, it is a nicely built truck..but it needs a paint job..this patina thing has gotten out of hand, it's getting old...just another fad, that hopefully soon will pass...
@@dyer2cycle I can understand your opinion on the patina, but the goal of our truck was to show how our aftermarket panels mated with original steel. We literally tig welded the panels on and cleared over the welds so people could see the fitment.
Wow 3:08 gear is practically a Highway gear in Direct drive..
very well explained - thank you for that
THANK YOU SO MUCH. A TOTALLY AWSOME UPGRADE.
The long shaft 350 is the exact same length as the 700.
I'm running the 700R4 in my '71 F250 highboy. 68 MPH at 1750 RPM
8 months later and no one has responded to my original comment.
It seems like a lot considering the TH350 has stood the test of time and has traveled on long trips for decades before the 700 came along and might be one reason why Chevy is so popular? I’m not an expert but I think that 350 engines have been revving high for years with little ill effects?
It all depends on personal preference. I love the high revs so I slapped on a 400
The higher revs arent really hurting the motor, although you could argue that if you drive many highway miles it would contribute to wear. Lowering the revs at highway speeds will get him better gas mileage.
You get a th-400 and there something like a transfer case but it just give you a higher gear on the tail housing of the transmission
One of the best choices for an overdrive transmission is the 2004r. Do not confuse this with to 200 metric which is junk. The 2004r was used in all Cadillac Deville and Buick Grand Am. It is a unibolt bell housing so it fits Chevy and BPO engines. Use your existing TH 350 drive shaft. Proper wiring for the trans is available from several suppliers. The TV cable is extremely important and must be properly adjusted. Omit this step and you will destroy the trans. Here is HOW TO ADJUST THE TV CABLE without using pressure gauge. Start with about 3/4 inch of cable exposed at carburetor or air intake. Shift trans to D position, using light throttle accelerate until you feel the 1-2 shift, stab the accelerator to the floor, the trans should Immediately downshift to 1, if not, stop and shorten the tv cable about 1/8th inch. Continue doing this until you get that instant downshift. You now have the TV cable correct so now you are ready to cruise while enjoying that .69:1 final output ratio.
They are a good transmission for a stock or light vehicle. But you will dump a lot of money into one if you want it to hold up with any power...
I have a 1988 Monte Carlo SS and the th350 in it is fun (had to raise the gears up to 3:29 because those original 3:73's were too damn high) but once I hit the highway the RPM's are screaming. I want that overdrive which will allow me to put the 3:73's back in the rear end. Did you have to buy a shorter drive shaft? The 700R4 is longer than the th350 and how do I find the correct length?
I had my driveshaft cut down. You should be able to measure from the center of the rear yoke mount holes (on the rear end) to the rear of the transmission housing and then subtract 1-1/2", I think, to get your driveshaft measurement. You take off 1-1/2" so that the front yoke is only halfway over the splines. If you don't do this, the driveshaft will bottom out/jamb when the rear suspension flexes.
I might need to get this for my 350
I did the same,im happy with the 700
@@JM-xi8uz yeah I wanna Cruise an stuff around town an maybe on the highway an don't wanna burn to much gas cause I have a 350 turbo in my Monte Carlo SS
@@Mr.Frost181 I have a 1988 Monte Carlo SS and the th350 in it is fun (had to raise the gears up to 3:29 because those original 3:73's were too damn high) but once I hit the highway the RPM's are screaming. I want that overdrive which will allow me to put the 3:73's back in the rear end. Did you have to buy a shorter drive shaft? The 700R4 is longer than the th350 and how do I find the correct length?
@@380fade yes the driveshaft has to be shortened 2" I believe
@@Mr.Frost181 3 inches
I’m wondering if I could just buy a complete set up of someone transmission transfer case driveshaft and hoping it will bolt onto the 454 without me having that high RPMs
The TH350 was a bad design. Every transmission until, the TH350 came out had a coupling between the input no output shafts. The input normally had a hole in the end of it with a needle bearing inside that the output shaft narrowed down to fit into. This supported the shafts so that they didn't wobble around on their own or flex under load. The TH350 doesn't have that. The two shafts merely butt up against each other. The only thing holding the two shafts in alignment are the clutch drums when they are activated. Otherwise they can float around wherever they want. It's a poor design that was done on purpose, requested by the top management of GM in the 60's. The problem was that the Powerglide and TH400 were so good that they generally lasted as long as the engine did. But the Brass at GM wanted to sell more parts and service and put out a design order for a transmission that would only last 60,000 miles, instead of 100k he other two transmission at the time were lasting. The engineers did a great job of hitting the 60k mark as the TH350's were known to go out at roughly 60k.After that, in the late 70's/ early 80's GM came out with a light weight Automatic for 4 and 6 cylinder cars. This was the TH200, and it had pressed clutch drums instead of forged drums that were machined to hole the tags on the friction discs of the clutch pack. In don't know what else was inside of them, but they were horrible transmissions that failed sooner the the TH350.
In the 60's through 70's if a guy was building a hot street or race car they would took the TH350 in favor of a TH400. The coolest thing about the TH400 is that the early models used a switch pitch torque converter. The vanes in the stator of the torque converter opened wide when the car was starting out, coming away from a dead stop and accelerating up to speed. Before the TH400 Buick had a transmission called the Super Turbine 300. It also used a switch pitch torque converter but it was 10" compared to the TH400's 11" diameter. The smaller the diameter, the higher the stall speed of the torque converter. So by using the Super Turbine 300 converter in a TH400 you got around 2500 rpm stall speed, and you had the switch pitch stator that helped the car get off the line. Lots of guys in the know would make this swap. Now days it's getting harder to find the right year TH400. But back in the day it was a secret weapon on the street!
man your full of shit
@John Hernandez he's got a little bit of that right but most of it is way off base
Thank you for sharing your insight, Ken.
My 66 cutlass debadged 442 had the th400 w/ variable vane torque converter. Didn't have any info on it at the time and it drove me nuts trying to figure out the extra wiring attached from the carb linkage to the trans. Finally learned what it was and how special it was after it was gone. That's how Dr. Olds was able to smoke the tires in a 4500lb car with 2:73.1 gears in the rear. Endless smoke and 140mph top speed in the same car. People should have taken him more serious back in the day.
You have absolutely no clue what you are talking about.
You're lugging the sbc at 1800 rpm in 4th gear. With a bbc it's not a problem, there's lots of torque.
So can a 700R4 transmission fit a 350 v8 small block, im in need of a transmission replacement
Yeah, the 700R4 will work on any chevy small block
I'm not sure if it's the 400 or the 700 but I believe the inside of it is completely reversed as the turbo 350. I could be wrong I went to school to be a mechanic way back in the late 80s and I work at a transmission shop briefly in the late eighties as well. But a lot of time has passed and I went into fixing houses as fixing cars was not paying anything to what I needed to survive. And since then I've been disabled with colitis, pouchitis, crohn's disease and I've smoked probably about 7 pounds of cannabis since 2000. Also been on Ambien for almost 20 years and if you think pot will make you forget things, Ambien is a hundred times worse.
Trying to decide would be the best for my 79 El Camino...I'm doing a 5.3 swap
There are a number of options, but a 6L80E would be a good pair to the 5.3L.
@@RaybuckAutoBodyParts thanks
Great video
Curious of what your rear diff ratio is? I have a 1940 Pontiac with Chevy 350 and TH400. Rear diff is original 4.11. Deciding on switching to a 700r4 or changing rear diff to a ratio 3.5 if you can. Budget is of decision.
I'm running 3.08s. The 700r4 gives it a little more initial pickup than a TH400, but it's not going to feel like 4.11s. I had 4.11s in my Mustang and swapped them out for 3.42s. That car doesn't have overdrive, and I'm almost wishing I would have gone with something closer to 3 (I like to drive longer distances on the highway). With the 3.08s and the 700r4, the truck can cruise at 75mph all day long.
I have 65 nova 350 & 350th, 456 rear. Going to try 700r4 first. Live 3mi. from Maple Grove Raceway Pa. and like to run, only have 300 hp. so 456 gets me going quick with 7'' slicks. Budget limited to one thing at a time. Just drive local with this hotrod. Curious on your choice.
CAN I FIND A 700R4 TRANSMISSION TO FIT IN A 1994 CHEVROLET SILVERADO HALF TON 4×4 TO MATCH UP TO A V 8 MOTOR
I have killed 3 700r4 transmissions, and never had an issue with a th350 or th400
I’m on my second Allison 1000 and haven’t had an issue yet.
Joe Paul yes. I have put many miles on a 4L80 in a couple friends trucks pulling snowmobile trailers. They drink, I drive. Lol. The current truck I wanted a 6.0 or 8.1 after suffering with duramax lb7 with -30 overnight lows. I ended up finding a good deal on an 8.1 so I got the Allison again. I don’t tow heavy, 3-5,000lbs but it’s highways and mountains. The 700r4’s with 350 engines did not hold up.
Joe Paul the 8.1 is great gasser. It’s not a duramax but I don’t notice with what I do. It’s still partial throttle for everything. The 6.0 does well for my needs but milage is crappy, 12-14. I get 11-12 with the 8.1. It’s not enough difference to make a difference to me. I’ve used 5.3/4L60’s a couple times and caravaned with them quite a bit. They end up on the floor and still only being mediocre. It’s great passing them going up a steep grade. More then one in my circle of friends has blown up.
Honestly I’ve always just replaced trucks when the 700r4 blew. The advantage of driving used vehicles it is often cheaper to replace the whole thing vs building or rebuilding a tranny or motor.
@Joe Paul will a 4l60e or 4l80 hook up to a older 350 engine?? Ive heard about the adapter pieces that will connect but just wanna make sure first. Thanks
i might have tried a 350L/U first a 20 min swap
So, have my eyes on a classic old GMC handy an from the late 60s.
The guy installed a 383 stroker, 700r4 and... 4.11posi rear end.
I don't think these vans are particularly heavy nor do they have huge wheels.
Is this thing pretty much just for drag racing or could it cruise at 140kph or 100mph without the engine screaming?
The 383/700r4 is a great combo. The problem is going to be with the rear end gearing. 4.11s are great for short, quick driving. They suck for pretty much anything else. That's an easy swap, though. I just swapped out 4.11s in one of my cars and put in 3.40s. It has a 3 speed automatic and 25" tall rear tires. At 65mph I'm around 3k RPM. With the overdrive gear in the 700r4, and maybe 3.08s in the rear end, you should be good to go in that van. It will still have pep from a dead stop, but will not over rev at highway speeds. There are online calculators that let you enter your transmission gearing, rear end gearing, rear tire diameter, and speed, and they will give you a good approximation of rpm. Definitely check one of those out before making any decisions.
Looking for some help, I have a Malibu wagon 1980 with a 3.8 v6 and would like to put a 200r4 in it . Some one said I can and I won’t even have to cut the drive shaft
Not sure on that one. We don't have a 200r4 laying around to get measurements off of. I'm sure you can find measurements online and then compare to what's in your car. You'll want to make sure the yoke splines are the same as well. The tranny might be the same length as what you have, but if the splines are different then you're going to need to have that portion of your driveshaft changed to match. The splines on the TH350 are the same as the 700r4.
Thanks, I did find some info to what I’m trying to do. I’ll keep looking for more. Thanks again
200 r4 is easier than the 700 r4 exchange. The length is the same the bellhousing will fit any GM motor. You will need a little piece of metal for the mount, filler tube and detent cable. Terminal a is the hot lead on the transmission, terminal e is the ground. Swapped one in my 79 Trans-Am and it was cool. Of course I've rebuilt many of them too.
Roy Anderson glade someone answered so soon, I was most of the day looking up stuff and smelling my wife and daughter cooking. Happy thanksgiving guys and thanks again really appreciate your help.
"MIGHT" fit
at it's most basic level, a 700 is a 350c with overdrive up front.
not correct
mating a 2004R to original 235. any difference from the 700?
what about a th400 with a 4:10 rare end gear?
65mph on highway @ 5000 rpms
@@delljr2769 not turning that much 3200 3500 depends on tire size
I have 350th & 456 gear my 65 nova, and N24 muncie & 488 gear in my C1, keeps me busy.
What color is this truck because I'm loving it
I don't know the original paint code off hand, but we just left it that faded blue. We simply clear coated over it.
Great video thanks
So you modified the trans mount, but did NOT have to move the crossmember back, correct?
It's been a while since I did this, but yeah, I don't recall moving the location
Difference about 150 bucks rebuilt
My 700r works fine in all 4 gears, cable must be adjusted correctly, no power connected at all. Am i missing something?
Honestly, I've been driving this for a few years now and have never used the lock switch.
I got a transmission in a 84 Chevy 1/2 ton pickup with the tv cable. What is the reason for the wire coming from the firewall to the transmission.ok I just listened to the whole video, you talked about it, I had the wire but lost it now I can’t find it
I've got a turbo 400 at 60 miles an hour it's doing 2,500 RPM what will it do with a turbo 700 at the same speed and also can I put the same stall converter
It depends on rear end ratio and tire size as well, but 60MPH in this 53 is around 1,800 RPM. Use an RPM calculator (like spicerparts.com/calculators/engine-rpm-calculator) and enter your gear ratio and tire size to get an idea of what the RPM should be.
He said th400 is 1-1 high gear & 700r4 is .7 , so I was thinking to deduct 30%,= 1,750 rpm, other people told me 25% = 1,875 but ?
@@rader1175 the rpm calculator will get you close. Even with your 30% and 25% calculations, 125 rpm isn't going to make much of a difference.
@@RaybuckAutoBodyParts Was just trying to answer his question, was no mention of tire or gear changes.
Did you have to get new transmission lines? Did you use the old ones?
The line locations were different, so we cut and spliced new ends onto the old lines.
Looking to put a 700r behind my 1955 Chevrolet Bel Air with a 235 six. Any advice? There must be something for the rest of the shift linkage and shifter. It has its stick powerglide now.
Call the folks over at Bowtie Overdrives (www.bowtieoverdrives.com/). This is what they do and they should be able to help guide you through what you will need to make that work.
I have an 83 C10 with a TH350 transmission that I wanna swap out for a 700R4. Do I have to change anything? I have a 350 engine
The engine is fine, but you'll have to change the torque converter, the kickdown cable/tv cable setup, replace the shifter, and the driveshaft will need to be cut down. You'll probably have to modify the transmission support as well.
I tried both transmissions , I found that TH 350 was much much better and active much more than the 700 r4 .... I was feeling fantastic acceleration when used the TH 350 .. I found slow acceleration when used the 700 r4 ... can you please give me your feedback if you have already swapped from 350 to 700 r4 ?
I'm about to build a sbc carborated s10. Which transmission is best for daily driving and fuel economy? I don't plan on driving over 80 or street racing. It's being built just to make sound and carshows maybe.
Most of the transmissions mentioned in the comments (350, 400, 700) would be fine for your setup. If you're interested in fuel economy, I'd go with the 700r4 as it has overdrive.
You have to put power on the plug?
good video my brother
Have u ever seen a c5 stamp on the casing of a 350 transmission? I pulled one out of my 73c10
I've heard other people mention that same casting but I'm not sure what it represents. If it were a 1979 or newer, it could possibly be a locking version, but it's not. The c5 casting is may just be a production facility code.
Use a Hydrallic lock up kit - no electric power needed
how?? I have a 72 c10 with a th350 and I want to put in my 700r4. need to know about the lock up issue
I'm installing a 700r4 into my 71 el camino. I bought the Lokar kickdown cable for the passing gear. I have a Lokar bracket on my carb for the throttle & kick down cable. Its not the same bracket or cable you used. Is the Lokar cable correct?
It could be. I used the TV kit from Bowtie Overdrives (www.bowtieoverdrives.com/). It was recommended to us by the shop that built the transmission. It's easy to install and set up and works really well.
I’m not clear on the whole switched power thing. Like acc power? Or like a manual toggle switch?
A manual toggle switch. The toggle switch will allow you to lock the transmission into overdrive, if necessary, so that it doesn't continually try to shift between 3rd and 4th gears. Honestly, with the setup in our 53, I've never used the switch.
What transmission you recommended for a 1979 trans am with a 383 stroke I want more performance for long trips
The 700R4 would work. Or a number of other transmissions that have an overdrive.
I have a question for you I put a 700r4 in my 69 Chevy, pickup got it from bow tie my problem is the Speedo cable is too short by about 3 inches I've tried buying new cables but all the same too short
That seems odd. Are you able to route the cable a different way? Most stock cables are the same length. We had a little bit of slack in our cable once installed, but the route that it takes could definitely make a difference.
@@RaybuckAutoBodyParts to route the cable up through the firewall the same way as it did with the 350 trans it was short the samel length that the 700r4 was longer than that 350
@@johnwilder1746 not sure what else to suggest there. Did you ask bow tie if they have a longer cable?
try a cable for 82 through 87 with 700R4 I believe head attachment is the same as the early models
Get a 4x4 suburban cable
I got a 85 chevy k20 4x4. With 700r4. I was gonna change to a 350 turbo. Truck has 35 inch tires if i keep the 700r4. What should i change the gears to. To get more power cus its a dog
I'd suggest using one of the online calculators to help figure out gear ratio. The calculators can take into consideration tire size, etc.
Is the 350 yoke same as the 700r4 ,don’t like the 700r 4 changing to a 350 but need a trans and yoke
It's been a while since we did this build, but I think the yoke was the same. I think we just had the shaft cut down since the 700 was a bit longer than the 350.
hey 1990 k5 blazer with the 700r4 i converted from tbi to carb so i dont have the computer for lock up anymore...so i hook a toggle switch up with the 3 wires from my pig tail plug do i leave my switch on at all times or will i mess up something if i dont shut it off when im at a low soeed...i appreciate your feedback.....
My understanding is that you should only toggle the switch on when you want to "lock" it (at highway cruising speeds).
Can you tell when a transmission was built
You may be able to figure that out based on the stampings that are on the case/bell housing.
I have a c10 from 1968 what transmission do you recommend me its manual but i wamt to make it automatic
There are a number of factors to think about before picking a transmission. What motor are you putting in it? What's the purpose of the truck (ability for long haul road trips, weekend driving around town, etc)?
is a 1967 chevy p u 3 speed stick trans the same length as the automatic
No, the manual transmission is shorter.
Im doing the same swap to Mine Chevy s10 did you use the same starter and flywheel??
Yes, same starter and flywheel
Can that lockup switch also lock the tc in third gear🤔 thx
No, it's only meant for 4th
@@RaybuckAutoBodyParts ok thx
Question I have a 82 Chevy shortbed my transmission has MV4 engraved on it also it and it has 14 T engraved on it and a 13 bolt pattern on oil pan and suggestions on a new transmission to bolt up to my engine
There are a few factors that need to be considered before making a blanket suggestion on a transmission. What engine is in the truck? What do you use the truck for (daily driver, weekend racing, etc)? How much highway driving to you plan on doing with the truck?
Are you getting better fuel economy
I can't say that I've tracking fuel economy before and after, but I would think so. Spinning 1800RPM vs 2600RPM for long distances on the highway will definitely use less fuel.
Hi , can you help me ¿ The manual transmission from a Chevy 350 engine fits a 454 engine?
You can bolt up a 350TH or 700R4 to either a small or big block engine. Depending on the horsepower, you'll want to build the transmission accordingly. If you're going to install a manual transmission, you'll want to pick the correct bell housing to mate that transmission up to the engine.
How well would it do with a stock lm7 5.3 ls
As far as handling torque and HP, I think it would be fine.
I have a th350 in my c10 stepside, if I put the 700r4 in it will I have to modify the driveshaft?
Most likely yes. The splines and yokes should be the same, but you'll probably have to get it cut down. Most driveshaft shops can cut and balance for around $100-$150.
@@RaybuckAutoBodyParts ok thank you
Hey fellas I have a question. I wonder if you guys can help . I have a 1980 with a 454 but I want to change the transmission it has because the gears are way too short it’s a MANUEL 3 spend and I can not drive it on the free way without the motor screaming. My question is what set up can I change it too that can bolt right up ?
Is it a 4WD? If so, then I'm not sure what to suggest there. I think you can buy a case adapter that would allow you to bolt this up. If you wanted to keep the 3spd, you could look at an overdrive unit like what Gearvendors sells. It's not cheap, and I think only gives you a final ratio around .78:1, but it allows you to keep everything else in place (other than the driveshaft). Tremec has some nice 4wd offerings as well. If you have a 2wd, then you should be able to bolt the 700R4 right to it.
You could leave the 3 speed transmission in your truck and change the rear differential gears to some that are more street friendly. If you don't tow,or haul many heavy loads 3.08:1 gears would be alright. If you do tow/ haul 3.42:1 to 3.73:1 would be better. The final drive on the 3 speed and the 4 speed truck transmission that came stock in 1980 was 1:1. Sounds like you have really low axle ratio. Taller tires would lower your engine rpm. I have a 77 k20 Chevy. It's got 3.73 gears and 31in tires. It's fine on the freeway. mine's an automatic transmission TH400. You can use a TH350 with a big block. I wouldn't do it with a 4×4 though. Heavy transfer case can crack the rear part of the transmission housing. Especially if you beat on it.
Will they fit a 1978 305 engine.
The 350 and 700R will fit any small block, so yes.
I have a 700 r4 and it rev high on the high way to?🤔
It sounds like it might not be shifting into overdrive.
What is the shop you had build this transmission and roughly what is the cost I'm looking to go from the th350 to the r4 in a squarebody pickup and I'm near new Kensington
Wholesale Transmission (www.mikeswholesaletransmissions.com/). Mike is the owner. The cost can vary depending on if you have a core that you want to have rebuilt or not, how much power you're going to put through it, etc. You're probably looking at $1k-1.5k.
I have a 84 GMC with a stock 305 and a 700R4 that the engine will shut off when it shifts into overdrive on the interstate. 😂
You didn't say anything about drive shaft
I heve a 63 nove that came with a power glide. I put a T 350 in it and have been driving it for over 15 years. I never hooked up the kick down. I want to replace the trans with the 700. Do I have to hook up the kick down. If you do not "punch it" I figure I do not need tne kick down. Go ahead and laugh, all my Ford friends do but I a runnig a one barrel on a 6 cylender. No tickets and I love the car.
Should have been 63 Nova
True, with a 350 you don't necessarily need the kick down cable as you can just manually shift. For the 700, you definitely need the TV cable as that's what signals the transmission to shift. Additionally, the TV cable needs to be adjusted properly or else the clutch is just going to burn up. There are a number of TV cable options out there, from stock to aftermarket. We went with the kit from Bow Tie as we heard great things about it, and it's really easy to install and adjust.
What typa rear end you think is best for a 87 88 or 89 Chevy caprice ? With 26 inch rims ?
383 & 700r4 I’m definitely going that way just need to know what’s the best rear end that will pull those size rims and still perform the right with
@@traemoree5983 Depends on what you're looking to do with the car. If you want something that has some pep but doesn't rev too high on the highway, I would go with a gear set in the low to mid 3s.
@@RaybuckAutoBodyParts what’s the best shift kit for the 700r4
@@traemoree5983 Again, it all depends on how you're going to drive it. I would suggest something fairly mild for smoother shifting. I would also suggest getting some strong axles for the rear end. Those size wheels are going to be a bit heavy. If you apply too much torque (jump on the gas), you'll take a chance of breaking the axles.
Whats a good manual transsmision if i wanna go stick shift ? I have a c10 350 small block
JUAN MARQUEZ yeah
Borg warner T-10 or muncie m22 rock crusher. That's what the bbc had in them. Bullet proof
Do you think this transmission would work with a 572 merlin big block engine, I had a turbo 400 but it broke within the first 1500 miles of use
No. I would not use a 700R4 with that engine. The 400 should have worked fine. Sounds like there's something else going on, or that 400 wasn't built properly.
@@RaybuckAutoBodyParts I dont know exactly went wrong but after 20 minutes of on the freeway i got on the streets and it wouldnt shift into 2nd or 3rd, then eventually lost reverse, is there any transmission that you do recommend, that has an overdrive?
@@sergiosoto7356 Maybe a 4L80E
Can the torque converter fit
You'll need a new torque converter. I believe the bolt installation was different between them.
I'd take that th350 is it for sale?
Sorry, sold that years ago.
how much did you cut off the driveshaft?
I don't recall the exact amount, but it wasn't a lot.
Would a 700r4 fit on my 78 chevy c20 truck
It should
I have a 700r4 with overdrive delete
Would the 700r4 fits in my 82 c10 5.0??
I don't see why it wouldn't fit in an 82 C10.
Thank buddy i jst wanna make sure
What type of oil did you used on the 700r4
Transmission fluid
@@RaybuckAutoBodyParts nice....
Big expense to do swap would have to drive many thousands of highway to save a little gas and small increase low end ratio . Forgot to say will need to change out drive shaft as well . Just how much does anyone drive these old cars highway ? IMO not worth it for the headache . Hard to beat the old faithful simple 350 . 350 so simple can do a shift kit in just few hours if need to . The 400 is a monster and heavy designed mainly for bigger trucks 4x4 etc . overkill unless burning the tires to numb . Most everyone trash talk 350 all the way engine trans rear .
The goal of the video was to explain the difference between the two transmissions to help someone decide what they want to put in their vehicle. It wasn't necessarily meant to convince someone to swap out a 350 for a 700R4. For our setup, we didn't do the swap for the gas savings. We did it to reduce engine wear, and to be able to drive at higher speeds for longer periods of time. We drive this truck a lot, so being able to cruise around 2k RPM for several hours at a time on the highway was a big deal.
High gears change the rear gears lol save some money
If it wouldn't put a power that transmission still going to work..
Yes, the transmission will still work without supplying power to it. The power is to lock the transmission in overdrive. It will still shift in and out of overdrive without power, though.
@@RaybuckAutoBodyParts So it works the other way around, disabling overdrive and making it a 3 speed for e.g. towing? By the way by installing 700R4 in place of TH350 you are also gaining lockup function, aren't you? It helps to drop couple of extra RPM too.
@@mibars It's always going to be a 4 speed. The lockup literally locks the converter in overdrive for highway driving.
@@RaybuckAutoBodyParts I see, I thought that this is another solenoid for disabling Overdrive so it would not hunt gears while towing or uphill.
I have a 3/4 ton Chev CK-20 had a big block with a turbo 400 transmission had a shop that was to rebuild my motor threw a rod and rebuild the transmission took them over 2 months to rebuild but when I got it back they had put a Z-28 Camaro motor from 1972 and a 700 R transmission was not a turbo cost me $7000.00 for this shop to steal my motor and transmission then claim this was what was in my 3/4 ton had in it now I can't haul a thing with this motor are transmission not geared for it now.
the 700 has a stupid low 1st gear.. smoke the tires in first in the 700 and it will fall apart, parts are made of tin and junk.200rpm in top gear is nothing. that TCV cable is CRITICAL,, people think its a kickdown and leave it off. BAD NEWS
It's a 3.06 first gear vs a 2.52 first gear in a 350. In my opinion, that's not stupid low. It gives a the vehicle a little extra jump out of the gate. The 700 can also be just as reliable as a 350, depending on how it's built, but even a stock 700 will perform just fine behind a stock small block.
You're God damn rifht havjng a sbc 350 will make a difference lol
difference? 350 is good and the 700 is junk. cmon now
Based on what facts?
BS, I have built several....
@@homefront3162 yeah. you had to build them cause their junk.
@@metalbill2007 chill out kid. been doing all 3 a long time. 700 was a platform with pontential but the linkage controled pressure always went out of adjustment on them and burned up.
@@commando2074 Not really a kid at 44, but also not wound up. Just asked for some facts, that's all, instead of you just bashing it. A cable out of adjustment is not the transmission's fault.
Yes pin a
Boo 700r4