700r4 Monster transmission Conversion Fort Lauderdale Fl

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700r4 Monster transmission Conversion Fort Lauderdale Fl

700R4 monster transmission conversion specialist fort lauderdale flThe 700R4 is an automatic shift, four-speed overdrive, longitudinally positioned transmission. It is now considered to be one of the finest overdrive automatic transmissions ever produced.

700R4 transmissions are not generally going to stand up to 800 horsepower and lap after lap at the strip. However, the 700R4 is a great transmission for street cruisers and the car that sees the track a few times per year. It’s not that the 700R4 can’t be built to take monster abuse, there are just better transmission choices out there if you race a lot. 700R4’s are 4 speed overdrive transmissions with lockup converters. They are not computer controlled, but the lockup converter is controlled electronically. If you are retrofitting a 700R4 into a muscle car or street rod, simple kits are available to control the lockup of the converter. The 700R4 is a good transmission to upgrade to for increased fuel mileage if you currently have a 3 speed model. The conversion can yield 30% increases and more in gas mileage. You aren’t guaranteed 30%, that’s just a common increase that many people see.


700R4 Transmission Monster Performance and Mileage Benefits

A good part of GM’s reasoning in developing the 700R was to allow more of their vehicles to meet ever stricter mileage and emissions requirements. It was an effective strategy. 

By converting to the 700R, your car may realize significant mileage benefits as well. It is not uncommon for swappers of this transmission to see a 30% drop in fuel consumption if the car sees highway use. 

Additionally, the transmission features a lock-up torque converter to allow a direct, non-slip connection through the transmission. This has the benefit of further fuel savings and cooler transmission operating temperatures. However, it is crucial that this lockup mechanism be properly connected to the ECM and brake lamp circuit. Stand-alone computers are available on the aftermarket for its control. Some control units even allow for the lockup to occur at a given speed. Lock-up converters in automatic transmissions give the advantage of direct engine lockup through the otherwise fluid-coupled transmission. This function works either by the ECM or a vacuum switch. Earlier versions without ECM use a vacuum switch connected to ported vacuum. The transmission receives the signal and applies fluid pressure to the clutches in the lock-up converter. The system switches off due to a signal from the brake pedal. 

If you run the transmission with the converter unlocked all the time it will run a little hotter. Keeping it cool is important. The advantage of this lock-up converter is increased fuel economy and decreased heat at cruising speeds. 

If you would like to simplify the stock setups, torque converter controls are available through racing supply retailers in a variety of styles. These facilitate the proper installation of the TH350 and 700R4. The on-road advantages are obvious. For the off-roader, the ability to manually switch the torque converter on is excellent in that it allows for compression braking.

If you are used to a 3 speed automatic like theTH350 or 400, a 700R4 will give you a few advantages. First gear in the 700R4 is lower, giving you more available torque off the line if you swapped transmissions. If you were contemplating a rear gear change and need a new tranny anyway, a 700R4 swap might be a good move. You could keep your stock highway gears and get a better launch. You wouldn’t have to replace the rear gears as well. Obviously with the overdrive, your RPM’s on the highway will be less. We mentioned the fuel mileage savings that the 700R4 can provide, but you will also get a smoother ride and a quieter interior because of the lower RPM’s.

 700R4 Monster Transmission Specifications

  • Transmission fluid capacity: 6 quarts
  • 700R4 4L60 (4L60E 1993-1995) (bellhousing pattern – Chevrolet)
  • Overall Length – Not including Corvette 
  • Overall Length 30 3/4 inches – Bellhousing Height 20 inches
  • Corvette (1982-1996) 
  • Overall Length 29 7/8 inches – Bellhousing Height 20 inches
  • 4L60E/4L65E 1996-Later (bellhousing pattern Chevrolet/removable)
  • Not including Corvette and LS1/LS2
  • Overall Length 30 3/4″ – Bellhousing Height 18 1/4″
  • LS1 and LS2-style (1998-later)
  • Overall Length 31 5/32 inches – Bellhousing Height 18 1/4 inches

The 700 transmission has a main case of cast aluminum alloy with a length of 23-3/8″ long. It is distinguished from the TH350 and TH400 in that it has a square oil pan, lacking the distinctive cut-off corner of the TH350 and the “Texas” shaped oil pan under the TH400.

Versions of the 700 transmission prior to 1984 had a 27 spline input shaft, changing later for a 30 spline input shaft. The transmission typically has a 1/4″ pipe fittings on the passenger side for a cooling circuit. Later versions use a pinned flare and o-ring design for these fluid circuits.

The key distinction of the 700R4 / 4L60 / Early 4L60-E (from the Later 4L60-E) is the four bolt rear output or tail housing / adapter pattern. The Later 4L60-E has a six bolt “hex” rear bolt pattern and a removable bellhousing.

There are three main castings of the 700R case. One is the standard car version. Another is cast slightly thicker, designated as the “K” case, as purposed for many trucks. The occurance of case breakage is very uncommon and most individuals swapping the 700R-4 into a Jeep probably will not be benefitted by one over the other. A third, rarer version was the “60 degree” version, as discussed below.

Two-wheel-drive versions have a tail housing and typically a longer output shaft. Four-wheel-drive versions have various adapter assemblies and a shorter output shaft. If the tail housing is removed, electronic versions can be distinguished by the absence of a worm drive.

700r4 monster transmission conversion fort lauderdale fl