hey guys, Running a 401 nailhead in a Model A Roadster pickup, 3.7 rear gears wanting to run an overdrive transmission - the question is 700R or 4L60E ?? (or maybe something else ???) anyone got any experience in this field cheers thanks
4L60s are cool with a programmable controller, they aint cheap 200 r will help with much needed room in an A truck the trucks light weight will help it hold up
In a lightweight car the 200 4r will do just fine and as stated will fit in a smaller area. 700r4 and 4L60 basically the same tranny as it was renamed by GM sometime around 1990. 4L60E requires a computer to operate.
Here is the guy that I'd talk to. He mentored about torqueflites years ago. He would not accept a penny for his time! He pioneered the development of the bang shift torqueflite tranny. http://cpttransmission.com Art Carr
700R and 200R4 don't require an ECM and sensors like the 4L60E does. Aftermarket kits are available to use them however in non ECM cars. A 200R is smaller overall and as stated, if built right, will handle the torque and HP of the nailhead. I presume the BOP 200R will bolt to your block however I'm no expert and doubt it? Sourcing a 200R4 down here would not be easy, 700Rs are a lot more common and available. I've bought from transmission centre without issues and imported via a shipper over your way due to size and weight. It takes a few months to deliver down under after delivery to CA for shipping. 4L60E has the TCC connection (B) as opposed to TV (A) with 700R 200-v-700
cheers Stumpy - i have an adaptor kit to put the chev trans behind the nailhead so got that covered - the idea of the smaller trans is appealing when a Model A isnt the roomiest car around, but like you say it would not be easy to locate in Australia - no issues with bringing one in from the States just the time factor.......will see what i can locate. Cheers
Notice these posts about the 200 trans have the caveat " if properly built". It takes about $1800.00 worth of "properly built" to get them 200r4 trans into just the " good enough but be careful" range. That nailhead in stock form will put out about 450 ft lbs of torque at 2800 rpms. That's 100 ft lbs more than the hottest stock GRand nationals.
If you choose to import a 2004R I would suggest buying one already built from one of the several transmission builders who specialize in the hot rod performance market. Time wise, you'll probably be at least equal to, and likely ahead of, buying a core and importing it for local rebuild. No disrespect intended, but shops that do it all the time also may be a better choice than a local shop who seldom, if ever, see a 2004R. To my knowledge, and experience to date, all 2004Rs have both Chevrolet and BOP bolt patterns ("multi pattern" case). The locating dowel positions, and the lower bolts, are the same for both patterns. Many also favor the ratio spread of the 2004R vs the 700R4. First gear in a 2004R is 2.74 vs 3.06 for the 700R4. In a lighter weight vehicle especially, the first gear doesn't need to be so deep. Ray
A car that light with that much motor and torque...I'd just run a TH350 with higher rearend gears. You're still going to have plenty of oomph off the line.
283john's suggestion is worth consideration. Less cost, weight and complexity with little to no loss in street performance. Ray
We have been running a stick ( with a loose converter) behind 400+ ponies and 440+ pound feet of torque for several years now. And running it hard. Lack of traction helps. Of the two transmissions I like the 200 better and I have run both. In general you have to keep in mind that the 200 was a purpose built 4 speed and the 700 is basically an altered T350. With the 3.7 gear and the low RPM Buick you should do well. if you had been asking about the transmission behind a high winding SBF I would have said go 1:1 final drive. Something to think about on the 200 V the 700 is that the 200 has a deeper first gear, if you are drag racing or even going for the stop light races you need to drive it like the old 4 speed hydro racers and stick it in second gear and let it shift itself for the first second shift. AS a proof of my driving advice the 200 in the roadster we have been running for about 5 or 6 years now, I had the kid make his starts in second. His dad wouldn't listen to me, the kid has a better 60 foot time and a lower ET, every time.
200r4 works great with a 3:73 rear, pefect combination which was used in the 1985-1988 monte carlo super sports, I have a bunch of those SS 200r4s on the shelf. As stated most 200r4s have multi bolt pattern cases to handle chevy and BOP, but I do have one here that is BOP only.
From my limited experience the BOP only would be a rare transmission. My friend @Hnstray brought something up that just may make me wrong in a statement I made earlier the 200R has a low gear of 2.74 and the 700 has a first gear of 3.06. I was speaking seat of the pants and not numbers so if a transmission guy would like to chime in and clarify I would really appreciate it. Hell 'beaner you are Effin wrong will suffice. The main thing is that we clarify what I said as correct or not.
Ray there ya go. By the way if I am wrong about something I am wrong. Pure and simple. better to look foolish then to make someone screw something up.
Yes, but the Super Turbine 400 (ST-400) is, for all practical purposes Turbohydramatic 400 with the addition of the switch pitch stator in the converter. And they don't need an adaptor for the latter day Nailheads. Big and heavy though, for a Model A based Rod. Ray
I'm running a 401 with the T400SP in my model A RPU. 2.79 rear end gears. Traction can be a problem, but it really goes. Lots of get and go. Good gas mileage too. Ian
64-66 had them. 64 was a turbo 400 (SP400) but only had D and L. No L2 position. 65-66 had all three on the quadrant. 67 was first year for Turbo 400 with BOP pattern. And they can't be any heavier than the 700r4 or 4L60E. (4L80E is supposed to be the overdrive version of 400s.
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