You are looking for information, articles, knowledge about the topic nail salons open on sunday near me how much horsepower can a turbo 350 transmission handle on Google, you do not find the information you need! Here are the best content compiled and compiled by the Chewathai27.com team, along with other related topics such as: how much horsepower can a turbo 350 transmission handle how much horsepower can a turbo 400 transmission handle, how much torque can a stock th350 handle, how much horsepower can a stock turbo 350 transmission handle, 1000hp th350, th350 500hp rebuild kit, th350 upgrades, stage 2 turbo 350 transmission, how much hp can a powerglide handle
The Stage 1 TH350 is rated up to 450 hp. Those seeking something a little stronger can check out the Stage 2 version (PN PA35102) that holds 550 hp and retails for $1,500 with a real world street price of $1,175 from most vendors. Both transmissions come with a standard one-year warranty.The Turbo 350 transmission is one of the strongest – and shortest – automatics installed into a Jeep due to its power. This transmission could be found in almost all rear-wheel-drive cars and trucks produced by GM until the 700R4 debuted in 1982.The Turbo 350 (top) and the Turbo 400 (bottom) are the quintessential GM automatic transmissions. Both are three-speeds, but the Turbo 400 is physically larger and designed more for the torque capacity of big-block engines.
Contents
Is a Turbo 350 a good transmission?
The Turbo 350 transmission is one of the strongest – and shortest – automatics installed into a Jeep due to its power. This transmission could be found in almost all rear-wheel-drive cars and trucks produced by GM until the 700R4 debuted in 1982.
What’s better TH350 or th400?
The Turbo 350 (top) and the Turbo 400 (bottom) are the quintessential GM automatic transmissions. Both are three-speeds, but the Turbo 400 is physically larger and designed more for the torque capacity of big-block engines.
What speed is a Turbo 350 transmission?
Background. The Turbo 350 Transmission – better known as the Hydramatic 350 – is a 3-speed automatic that debuted as a joint Chevrolet/Buick project in 1969.
What engines are compatible with a 350 Turbo transmission?
What Engines Are Compatible with the Turbo 350? The standard Turbo 350 can be paired with the Chevrolet small and large block engines, either V6 or V8. You can also pair it with the I6, which is an in-line engine with six cylinders in a single line. The Duke I4 is another possible compatible engine.
Does TH350 have overdrive?
But the TH350 and TH400 three-speed versions (and their two-speed Powerglide cousin) fall short when it comes to highway cruising. The reason for this is the conspicuous lack of an overdrive gear.
Is TH350 and Turbo 350 the same?
The TH350 transmission was introduced in the 1969 model year as the successor to the GM Powerglide automatic transmission. Jointly developed by Chevy and Buick, it is also referred to as the CBC (Chevrolet-Buick Combined) 350. The Turbo 350 quickly become known for its strength, versatility and compactness.
How much HP can a Turbo 400 handle?
About 400-450 HP/TQ is the limit on the stock TH400. With ONE almost free modification and some minor valve body calibration changes, 800 HP on an otherwise stock TH400 is not a problem if it’s assembled well (good endplay, etc), and the 34 element sprag is a wise addition above 450 HP or any drag usage.
What is the gear ratio of a TH350?
The TH350 is a 3-speed transmission with a higher 1st gear ratio (2.52:1) and a provisional 2nd gear, facilitating enhanced initial momentum for drag racing and everyday driving. The GMC Turbo Hydra-Matic 350, famous as “Turbo 350,” first appeared in 1969 to replace the GM’s two-speed Powerglide transmission.
How do you tell the difference between a Turbo 350 and a Turbo 400 transmission?
Another quick way to identify a Turbo 400 is to look at the kick-down mechanism. Unlike the Turbo 350, instead of a “kick down” cable, it uses an electrical slide switch, which is controlled by the throttle linkage. Generally, in ’68-’71 vehicles, the switch is located on the carburetor.
Are all TH350 the same?
Externally, all the TH350 transmissions look the same; however, internally there are some differences. Depending on the engine size of the car the transmission was removed from, it can have anywhere from 10 to 18 friction discs and 10 to 18 steel clutch plates inside.
Will a Turbo 350 bolt to an LS engine?
…
Solution.
| Transmission Model | Common Converter Bolt Pattern |
|---|---|
| Powerglide | 10.750 in. |
| TH350 | |
| 200R4 | |
| 700R4 |
Will a Turbo 400 bolt up to an LS?
From what I have read in the book of swapping LS engines into any car, yes you can. 1st, the LS1 has one bolt hole missing where the bell housing bolts up, compared to the old small block/big block style engines and trans. So you will have your TH400 with one bell housing bolt not used, but it should still be fine.
What is the best transmission for a 350?
TH350. Best transmission choice, hands down. The Turbo Hydra-matic 350 was first used in 1969 model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminum case Powerglide transmissions.
What is a Turbo 350 transmission?
The Turbo Hydramatic 350, also known as the TH350, is widely regarded as one of the best three-speed automatic transmissions ever created. The TH350 strikes a good mix between strength and size, making it suitable for use in smaller vehicles.
How do I identify a Turbo 350 transmission?
Count the Number of Bolts
However, you can tell if it is a TH350 or TH400 depending on the transmission oil pan’s shape. If the pan is square in shape and looks five-sided due to a cut in one corner, then you are dealing with the TH350.
As Real As It Gets: TH350
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GM Turbo 350 Transmission Options – Gearstar
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Defining Characteristics of the GM Turbo 350 Transmission
Features of the GM Turbo 350 Transmission
Turbo 350 Transmission SpecsOptions
The Construction of the Turbo 350 Transmission
Uses of the Turbo 350 Transmission
Conclusion
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Twelve Common Questions and Misconceptions About Automatic Transmissions
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The GM Turbo 350 Performance Transmission – Gearstar
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Background
Identifying the GM Turbo 350 Performance Transmission
Turbo 350 Performance Transmission Specs
The Turbo 350 Transmission Construction and Size
Turbo 350 Transmission Benefits
Most Common Uses of the Turbo 350 Transmission
Conclusion
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Sucuri WebSite Firewall – Access Denied
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How much HP/Torque can a TH350 hold? | NastyZ28.com
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- Summary of article content: Articles about How much HP/Torque can a TH350 hold? | NastyZ28.com Alex, The TH350 can easily handle 600 lb/ft when properly built. It doesn’t take anything super fancy. I have a couple at 600 … …
- Most searched keywords: Whether you are looking for How much HP/Torque can a TH350 hold? | NastyZ28.com Alex, The TH350 can easily handle 600 lb/ft when properly built. It doesn’t take anything super fancy. I have a couple at 600 … I was checking out Jakeshoe’s excellent sticky on rebuilding a Th350, and was wondering how much power a well-built TH350 with the correct parts would…
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TH350 – how much can it handle? – CorvetteForum – Chevrolet Corvette Forum Discussion
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- Summary of article content: Articles about TH350 – how much can it handle? – CorvetteForum – Chevrolet Corvette Forum Discussion It’s in a 3200 lb ’69 Camaro with slicks and excellent hookup – using a trans brake. Engine dyno’d out at 700 hp and the car gets run every … …
- Most searched keywords: Whether you are looking for TH350 – how much can it handle? – CorvetteForum – Chevrolet Corvette Forum Discussion It’s in a 3200 lb ’69 Camaro with slicks and excellent hookup – using a trans brake. Engine dyno’d out at 700 hp and the car gets run every … 350, black, bm, built, clutch, direct, drum, handle, hop, kit, pan, piston, power, sediment, th350, trans, transkit, turbo, TH350 – how much can it handle?, Corvette, C7 Corvette, c6 corvette,C7,C6,C5,C4,C3,C2,C1, reviews,guides, parts, exhaust,performance, sale, forum, corvette forumC3 Tech/Performance – TH350 – how much can it handle? – Ive heard quotes from 500-550 hp. anyone have one fail, or know someone who had one fail? how much power did you have? i know there are other factors that dictate when a trans will fail (stall, rear gear, weight, etc), so if you had one fail, what was the setup?
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How much HP can a TH350 hold? | PopularAsk.net – Your Daily Dose of Knowledge
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- Summary of article content: Articles about How much HP can a TH350 hold? | PopularAsk.net – Your Daily Dose of Knowledge The TH350 from the mfg. indicated it was designed to handle 350tq and Gm soon realized it would handle much more than originaly designed for. … The Stage 1 … …
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How much HP will a TH350 take? – Drivetrain Tech – First Generation Monte Carlo Club
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- Summary of article content: Articles about How much HP will a TH350 take? – Drivetrain Tech – First Generation Monte Carlo Club Anyhow now B & M is trying to tell us that the TH350 is only rated for cars up to 325 hp….the speedshop and the tranny shop are like “No way … …
- Most searched keywords: Whether you are looking for How much HP will a TH350 take? – Drivetrain Tech – First Generation Monte Carlo Club Anyhow now B & M is trying to tell us that the TH350 is only rated for cars up to 325 hp….the speedshop and the tranny shop are like “No way … Ok here’s the deal, last month we purchased a new B&M TH350 from our local speedshop. We have bought alot of stuff from them and they are quite aware of what we have under the hood, the old tranny had no problems other then leaking like a sieve all over our driveway, and the bell housing is c…1970 1971 1972 70 71 72 general motors chevrolet chevy muscle car first generation monte carlo club fgmcc
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How much power can a TH350 withstand? – LS1TECH – Camaro and Firebird Forum Discussion
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- Summary of article content: Articles about How much power can a TH350 withstand? – LS1TECH – Camaro and Firebird Forum Discussion They are making 1500 HP on average with weight of 10K lbs. WELL beyond the capabilities of a TH350. I would normally say the limit for a TH350 is around the 800 … …
- Most searched keywords: Whether you are looking for How much power can a TH350 withstand? – LS1TECH – Camaro and Firebird Forum Discussion They are making 1500 HP on average with weight of 10K lbs. WELL beyond the capabilities of a TH350. I would normally say the limit for a TH350 is around the 800 … How,much,power,can,TH350,withstand,1000hp, 350, 65, automatic, give, heat, hold, horsepower, ls1tech, power, rwhp, th350, trans, transmission, turbo, withstand, How much power can a TH350 withstand?, LS1Tech – Forum and Community for GM Performance Vehicles – LS1Automatic Transmission – How much power can a TH350 withstand? – I have a FMVB TH350. It made 520 to wheels. I was told by VERY reputable non-sponsor that I would be safe spraying it a 200 shot. But then again, he said it would give eventually, just as a TH400 would. I would like some opinions. He said to stick to…
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As Real As It Gets: TH350
It’s easy to get caught up in the headlines of big horsepower and all of the glamour and glory that goes along with it. Supercharged and turbocharged engines making over 1,000 hp on pump gas are the hottest rage right now. Monster big-blocks and super fancy LS engines seem to be in every driveway across the land.
See all 25 photos See all 25 photos 1|There are those out there who have the skills to perform their own transmission rebuilds and if you are capable of doing so, Performance Automatic offers DIY Overhaul kits. For $185 you can walk away with a Max Performance overhaul kit, which is the Performance Automatic Stage 1 transmission. Throwing an additional $105 on top of the Stage 1 price tag will get you the Pro Max Performance overhaul kit for $290. The Pro Max Performance is a Stage 2 overhaul kit.
Naturally, a top-of-the-line TH400 or high-end exotic Overdrive transmission back one of these unbelievable powerplants, or maybe even one of those fancy six-speed manual transmissions has found its way into the trans tunnel. The modern era of high-performance has brought us to the brink of insanity. That insanity, unfortunately, is not available in every driveway no matter how the wealth is redistributed in this country. For most of us those combinations aren’t realistic and won’t be finding their way into any of our street cars anytime soon.
Odds are most readers employ a really nice big- or small-block built on a workingman’s budget. These real-world engine combinations don’t require a transmission with a royal pedigree. We are also willing to bet that a three-speed TH350 is more than capable of harnessing most popular packages. If you have to leave the exotic high-end stuff for the other side of the Super Chevy marketplace, give Performance Automatic a ring. The company is making it easy to swap the popular TH350 transmission into your Chevy with its Street Smart package.
The Street Smart TH350 Stage 1 (PN PA35101)—transmission only—shows a $1,387 retail price tag, but no one pays retail anymore. We’ve seen several mail-order companies advertise Stage 1 for around $1,100—a number that won’t break the bank. The Stage 1 TH350 is rated up to 450 hp. Those seeking something a little stronger can check out the Stage 2 version (PN PA35102) that holds 550 hp and retails for $1,500 with a real world street price of $1,175 from most vendors. Both transmissions come with a standard one-year warranty.
See all 25 photos See all 25 photos 7|Here is a comparison of the modified direct piston (front) and the factory one (rear).
Performance Automatic also offers a complete package that includes a torque converter matched to your combination, transmission dipstick, and a universal transmission mount. The Stage 1 complete package (PA53103) is listed for $1,750 but the three vendors we looked up online had the Street Smart TH350 Stage 1 package listed for around $1,350. The Stage 2 Package (PA35104) bumped the price tag up to $1,790 from those same dealers. A lifetime warranty is included in the Stage 2 Package.
Backing up for a moment, the TH350 came into existence in the late ’60s as a replacement for the popular Powerglide. The biggest difference between the two, besides internal workings, is the TH350’s three forward speeds verse just two speeds of the Powerglide. The three-speed automatic transmission enjoyed a service life of nearly 20 years as it was stuffed behind small-blocks and V-6 engines in most rear-wheel drive cars and trucks through 1984. It is safe to say production numbers are in the millions. That makes the cores common and with some minor upgrades these transmissions have proven to be versatile in a wide-variety of applications.
“Our TH350 Street Smart package comes as Stage 1 or Stage 2 versions. We have customers running them in their street cars, street rods, pro-touring/autocross vehicles, and it sees a lot of street/strip uses,” comments Harvey Baker of Performance Automatic. He invited us down to Maryland to take an in-depth tour of one the company’s most popular products. We jumped at the chance to follow Performance Automatic’s Gerald Nusser as he cracked open a TH350 and rebuilt it into a high-performance automatic transmission.
The build up is what you’d expect as each part is cleaned and inspected with the major items being replaced with stronger and better parts. Nusser was barely into the teardown when we came across one of the most common problems—a broken accumulator spring. In some cases the cracked spring will hurt the bore or accumulator so each is inspected and repairs are made, if necessary. The front pump is pulled apart and inspected. Nusser says to pay particular attention to the wearable pieces of the front pump and replace anything that shows signs of wear marks. Every pump is outfitted with new seals and bearings regardless of its condition.
See all 25 photos See all 25 photos 16|The front pump bolts back into the front of the transmission easily.
As Nusser tore deeper and deeper into the guts, he showed us more upgrades. All clutches are replaced with high-performance Raybestos brand clutches and the stock band is tossed in favor of a Kevlar one.
As for clutch count, Nusser tells us that the factory supplies either three or four clutches, depending on the year of the transmission. Performance Automatic installs five clutches for better holding strength in Stage 2 units. The direct piston has to be modified in order to fit the extra clutches. The factory piston is put on a lathe and Nusser removes some material for the extra clearance.
We asked what are some common problems with the TH350 and he shared some interesting facts. Surprisingly, the transmission doesn’t have too many issues, but there are some inherent design flaws when this transmission is used in high-performance applications. First on the list is the race that rests between the high-gear drum and the secondary drum.
See all 25 photos See all 25 photos 21|A Performance Automatic oil pan is added to the mix for enhanced appearance and more fluid capacity.
“The intermediate/Second gear clutch pack race is an issue. The race will shatter or break. We add a hardened one to eliminate this problem,” comments Nusser. “The clutches hold up pretty well in these transmissions. You don’t see a lot of wear at high power levels. Of course, a good shift-kit and valve body helps too.”
Another area he cautioned can be a problem in a high horsepower application is the OEM sprags. Like the race, it is susceptible to cracking and shattering.
Performance Automatic recommends going to a TH400 or Powerglide for applications over 550 hp. But for most enthusiasts, the 550 hp rating of Stage 2 is more than adequate.
Follow along as Nusser shows us the guts and glory of a Performance Automatic TH350 Stage 2 transmission.
GM Turbo 350 Transmission Options
The GM Turbo 350 transmission is a 3-speed, automatic shift transmission and one of the greatest automatic transmissions ever built. It was introduced in the model year – i.e., 1969 – as the successor to the Powerglide automatic transmission from GM.
Buick and Chevy jointly developed the Turbo 350 transmission, otherwise known as Chevrolet-Buick Combined Transmission or the CBC 350. This automatic transmission became popular almost immediately due to its compactness, strength, and versatility. It has a pretty solid balance of size and power and easily fits in smaller automobiles.
The Turbo 350 transmission is one of the strongest – and shortest – automatics installed into a Jeep due to its power. This transmission could be found in almost all rear-wheel-drive cars and trucks produced by GM until the 700R4 debuted in 1982. But it works exceptionally well in vehicles with V6 and V8 small block engines.
The Turbo 350 transmission was heavily produced for about 15 years but was eventually phased out as the 700R4 became the preferred transmission in 1984. In 1980, a lockup torque converter was finally added to the Turbo 350 transmission. But it was pulled 4 years later due to its inconsistent acceleration and downshifting. The production of the venerable Turbo 350 transmission stopped entirely after 1984.
The torque converter that the Turbo 350 transmission has was eventually carried over to the TH400. But in all appearances, it looks like the original 1962 Super Turbine Powerglide manufactured by Chevrolet since they shared several components, which include the torque converter. The only significant difference is that a variable pitch stator is absent from the torque converter.
Defining Characteristics of the GM Turbo 350 Transmission
The determining characteristic of the Turbo 350 transmission is that it has an almost non-existent central support, especially when compared to the 400. This seems like a disadvantage, but it allowed the automatic transmission to be installed in the Corvair model. The 2 ends are practically the same, and this wouldn’t have been so if the Turbo 350 transmission had come with central support.
From 1972, the Turbo 350 transmission received an air baffle and air intakes on the torque converter, which gave room for air cooling. But air intakes are an avenue for debris to get right into the internal workings unless they are adequately cleaned and maintained occasionally.
The Vega and Nova 6 were the prominent models equipped with air-cooled transmissions for Chevrolet.
Features of the GM Turbo 350 Transmission
The Turbo 350 transmission may vary in-band specs and clutch. Motors and transmissions are often paired together, just as computer processors and motherboards are. The stronger the engine, the stronger the TH350. Light-duty transmission can be upgraded if you get your hands on affordable components.
One particular upgrade is the new shift improver kit. They help minimize wear on the clutch, reduce the buildup of heat, and provide smoother and faster shifts. If the power requirements of your vehicle are high, you can easily refit a much stronger torque converter.
Turbo 350 Transmission Specs/Options
When the Turbo 350 transmission was launched, General Motors wasted no time replacing the much-respected Powerglide 2-speed automatics in the ‘60s.
Here are the gear ratios the Turbo 350 transmission features:
First gear : 2.52 to 1
Second gear : 1.52 to 1
Third gear : 1.0 to 1, i.e., direct drive
Reverse : 2.07 to 1
This automatic transmission has no overdrive gear. But it powers the ever-popular classic American muscle, thanks to the following specs:
Level 2, Level 3, and Level 4 performance
Ability to control up to 400 lb./ft. of torque
Capacity to take on up to 700 horsepower
The power of a classic American muscle typically determines how much horsepower will be required. This is because better engines require at least Level 3 transmission
The Turbo 350 transmission options are available at different price points:
The Construction of the Turbo 350 Transmission
The Turbo 350 transmission is a single-piece or complete unit with a bell housing incorporated into its body. The casing of the transmission is manufactured from cast aluminum.
What makes the Turbo 350 transmission distinct is its short length and lightness. It can take up to 4 quarts in a pan but will require some more, based primarily on the torque converter in operation. The Turbo 350 transmission can take 10 quarts if combined with a 9.5-inch torque converter.
Moreover, another great advantage the Turbo 350 transmission had over its predecessor was the additional gear it came with. This was the primary reason General Motors employed this remarkable automatic transmission in nearly every rear-wheel vehicle is manufactured at the time.
The Turbo 350 transmission versatility, compactness, and overall strength have made it possible for several vintage vehicle owners to retain its use, even today. Many of the classic automobiles on the market today have the Turbo 350 transmission installed, though with a few alterations here and there.
Uses of the Turbo 350 Transmission
The Turbo 350 transmission was widely utilized in several vehicles, including GMC trucks, the Caprice, Pontiac Firebirds, Monte Carlo, Chevrolet Camaro, etc. It was so impressive that an offshoot version – i.e., the Buick, Oldsmobile, and Pontiac (BOP) – was manufactured. This version was designed to work seamlessly with the Pontiac V8.
But you can quickly tell the difference between the standard Turbo 350 transmission and its offshoot version by checking out the block flange. The standard TH350 from Chevrolet comes with a peak, while the Buick, Oldsmobile, and Pontiac off-shoot version showcases a valley.
Conclusion
Many modestly-powered vehicles operate smoothly, thanks to the revered Turbo 350 transmission. It was highly versatile during the ’60s because it had zero center support. This particular feature – or lack of it – made it possible for the transmission to be used in many experimental cars.
Although its parent companies no longer produce the Turbo 350 transmission, it is still primarily utilized by several vintage automobiles. The compact and robust transmission comes with an additional gear which gave it a considerable advantage over the preceding transmission.
Twelve Common Questions and Misconceptions About Automatic Transmissions
Forget things like nuclear power, lasers, and freeze-dried ice cream. When it comes to back-engineered alien technology, the automatic transmission is a marvel of seemingly otherworldly intelligence. General Motors introduced the first Hydramatic transmission in the 1940 Oldsmobile. That was seven years before the Roswell incident, but who knows? Maybe flying saucers had been buzzing around Detroit the previous decade and the one that supposedly crashed in New Mexico simply burned up a couple of clutch bands in its intergalactic slushbox.
Amazingly, the basic design of the modern automatic transmission hasn’t changed much from the early Hydramatics introduced 75 years ago – and they’re still the source of confusion and apprehension among enthusiasts who view their workings and performance nuances as a black art.
There’s not enough room here to explain everything about the design, operation, and performance capabilities of automatic transmissions, but in this second in a series of explanatory features, we answer some of the most common questions and explain the more misunderstood aspects of GM automatic transmissions and related performance features.
Don’t worry. There are no alien probes involved.
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The Turbo 350 (top) and the Turbo 400 (bottom) are the quintessential GM automatic transmissions. Both are three-speeds, but the Turbo 400 is physically larger and designed more for the torque capacity of big-block engines.
1. Is there a big difference between a Turbo 350 and Turbo 400 – and which one do I want?
They are completely different transmissions. The Turbo 400 is larger, longer, and heavier than the Turbo 350 and was designed to live behind higher-torque applications such as big-blocks. That doesn’t mean the Turbo 350 is weak in comparison. In fact, with all of the enhancements from companies such as TCI Automotive, Performance Automatic, and Hughes Performance, both transmissions can be built to match very high power levels. When it comes to picking one for your vehicle, we’ll always side with lighter and smaller whenever possible. You’ll also want to consider what type came originally equipped in the car. Changing to a Turbo 400 in an original Turbo 350 car will require mounting/crossmember modifications and likely a shorter driveshaft. If you’re worried about the ultimate strength of the transmission, consult one of the transmission specialists for upgrades.
See all 13 photos See all 13 photos
A mainstay of drag racers decades after it went out of production; the simple, durable two-speed Powerglide continues to send drag racers down the strip.
2. Why is the Powerglide transmission so popular in drag racing?
In the high-tech 21st century, it seems antithetical that racers would rely on an archaic, two-speed automatic gearbox, but there are several good reasons: simplicity, low inertia, and versatility. The simplicity of the Powerglide makes it easier and faster to work on, while contributing to lower weight than three- and four-speed transmissions. Only two gears means less inertia is required to spin it, too, which translates into more power getting to the pavement. As for versatility, there are tons of available First gear ratios that make it easy to tailor the trans to the rest of the engine and drivetrain elements – and a big-torque engine doesn’t need numerically high gear ratios to get the car launched, so the simple Low and High gears are ideal for a quick blast down the strip.
See all 13 photos See all 13 photos
The Hydramatic 200-4R (shown) is a good swap choice, but isn’t as easy to find as a 700-R4.
3. Which is better: the 200-4R or the 700-R4?
This is one of those questions akin to asking who in your town makes the best pizza. Everybody has an opinion and they’re not necessarily wrong. The 200-4R was introduced in 1981 and its design roots lie in the Turbo 350. In fact, its overall size and length are comparable to the TH350, which makes swapping one comparatively easy into a vehicle originally equipped with the Turbo 350. The rear crossmember has to be relocated, but the original driveshaft can be retained. The 700-R4 debuted in 1982 and was renamed 4L60 in 1990. It offers comparable performance characteristics to the 200-4R, but it’s a longer transmission and a swap into an older vehicle requires a new crossmember and a shorter driveshaft. In the 700-R4/4L60’s favor is economy of scale. They were made in the millions and for much longer than the 200-4R, so used examples are plentiful and cheap. The 200-4R is getting a little harder to find these days.
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The 4L60 series is the 350 small-block of overdrive transmissions – it fits everything and is durable and economical.
4. What about the 4L60 series overdrive transmissions? Are they better than a 700-R4?
See #3 above. The 4L60 and the 700-R4 are the same transmission. General Motors changed the name in 1990 to 4L60 as part of a new naming convention that continues today. The 4 stands for four-speed, the L stands for longitudinal (i.e., the north/south orientation of the powertrain in a rear-drive vehicle), and 60 stands for the relative torque capacity. Some suggest pre-1987 700-R4 transmissions are more problematic than later editions, but that’s not a universal belief. Higher-torque versions of the family include the 4L65E and 4L70E, which have five-pinion gearsets versus the 4L60’s four-pinion design, for enhanced strength.
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The 4L80 family is the choice for big-block engines and has its roots in the Turbo 400.
5. What about the 4L80 series?
Just as the 200-4R was an extension of the Turbo 350, the 4L80, which was introduced in 1991, was developed on the Turbo 400 architecture. That means it has a different case design and dimensions and is not simply a high-torque extension of the 4L60 – although the families are surprisingly close in overall length and width. And like the Turbo 400, the 4L80 was designed for higher-torque applications. Consequently, it is heavier than the 4L60.
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GM’s electronically controlled transmissions take their gear-change commands from a stand-alone controller and require a separate, aftermarket converter to work with mechanical speedometers.
6. What’s the difference between the 4L60 and 4L60E – and 4L80 and 4L80E?
The “E” versions of the 4L60 and 4L80 series transmissions are electronically controlled, meaning a powertrain control module directs solenoids inside the valvebody to activate the valves, compared to the completely mechanical operation of the non-E versions. Using the E versions in an older car requires a complementing controller. The E versions also use an electronic speed sensor to relay information to the speedometer. Signal converters are available to adapt the electronic output for use with conventional mechanical speedometers.
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The maze of channels in a valvebody directs fluid that controls the valve actuation for each gear change.
7. What is the transmission’s valvebody?
It is the nerve center of an automatic transmission. It’s basically a maze of channels and passages that funnel hydraulic fluid to various valves that, in turn, activate the appropriate clutch pack or band servo. Each valve has a specific job, such as activating the upshift from Second gear to Third gear, while another valve controls the downshift from Third to Second. With a computer-controlled transmission such as the 4L60E, electronically activated solenoids are mounted in the valvebody and direct fluid to the clutch packs or bands.
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Shift kits basically reduce the mushy feeling built into a production transmission for smoothness, adding snap to the gear changes for a firmer, more positive feel. Reducing slippage can also prolong the transmission’s life.
8. What does a shift kit do for performance?
Different types of shift kits are designed for different tasks, but generally speaking, a performance-type shift kit is designed to provide firmer-feeling shifts by altering the fluid flow and other elements in the valvebody. While actual vehicle performance (i.e., acceleration) may not be significantly affected, the result is typically a greater feeling of precision. A shift kit can also help reduce wear by reducing the slippage and shift overlap built into many transmissions to give them smoother-feeling shifting. And while it is technically a bolt-on project, it can be an involved one, including spring replacement and even drilling out fluid passages in the valvebody.
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A manual-control valvebody eliminates the automatic gear changes in an automatic transmission – and it’s really designed for the strip, not the street.
9. Is a manual valvebody what I think it is?
If you believe it allows the driver to shift an automatic transmission manually, you’re correct. But unlike clicking up through the low gears in your street car, a manual valvebody totally eliminates the automatic shifting function and puts full gear-change control in the driver’s hand. That means the transmission won’t automatically shift at all. It’s designed for racing, allowing much greater line pressure that makes it harder for the clutches to slip under high loads. Although some hard-core enthusiasts run manual valvebodies on the street, they’re really best left to the dragstrip, off-road course, or perhaps the monster truck you’ve been dreaming of building since fifth grade.
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When clicking through the gears with manual control, a reverse-pattern valvebody can be more intuitive and prevent inadvertently shifting into Neutral.
10. What, then, is a reverse-pattern valvebody?
It’s a modification that reverses the shift pattern for a manual-control automatic, meaning First gear is right below Neutral and the high gear is the farthest from it. The idea is for a more natural-feeling shift pattern on the dragstrip, while preventing inadvertently shifting into Neutral — or worse, Reverse — when clicking up through the conventional automatic shift pattern.
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A transbrake allows a vehicle to achieve the maximum converter stall for higher-rpm launches – much like a high-rpm clutch-dump launch with a manual transmission. This one is from TCI Auto.
11. What is a transbrake and how does it work?
A transmission brake valvebody is designed for hard, optimal-rpm launches at the dragstrip. It’s an electrically controlled device that, when activated, simultaneously holds the transmission in First and Reverse gears, “locking” the transmission and allowing the driver to bring up the engine rpm without holding his or her foot on the brake pedal. When the transbrake is engaged, there’s no torque sent to the driveshaft, so the suspension remains unloaded, which is also better for the launch, and without the need to hold the brake it prevents the car from inadvertently creeping forward through the staging lights. The driver releases the transbrake as the lights come down on the Christmas Tree, disengaging Reverse and launching the vehicle forcefully and at the optimal rpm. Think of it as the automatic transmission equivalent of revving the engine and dumping the clutch.
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Using a delay box can make a car deadly consistent, with near-perfect launches, but some believe it minimizes the human element in racing.
12. So, what then is a delay box?
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