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700r4 in a 81 firebird

3K views 15 replies 7 participants last post by  pricesgarages 
#1 ·
I am wanting to go to a 700r4 in my firebird the guy who built it put a really high stall and I just dont need it so I thought since I had to pull the transmission to change the converter I just put another trans and my biggest problem is I want the 700 to have a shift kit and my shifter is a 3 speed what shifter should I put in it I looked at a b&b mega. How is the 200 r4 compared to the 700r4 my motor is only pushing 350 hp and im not a lead foot thanks
 
#5 ·
What cam is in the 327? I prefer the 700R4 becasue the governor is easier to calibrate or you can simply get a Z28 governor. As for the Torque converter get a V6 4.3 converter. They have a 1850 stall which should be great for a mild 327.

Why do you want a shift kit? Is it for manual shifting? or firmer shifts?
 
#7 ·
I can help ya out on this one. I just did this swap in my 78 behind a 350. If youd like to keep the stock shifter Shiftworks makes a conversion kit for it. comes with a sticker for the shift indicator plate to show P, R, OD, D, 2nd, L
and a replacement plate for holding it in place (believe its called a detent plate) you just drill out the rivits that hold the old one in, and bolt the new one in place. Took me about 90min including the time to get it out of the car.

their website SHIFTWORKS -1968-81 Firebird
Part number for shifter kit #SC2262. . . . $92.50

you DO NOT need the neutral safety switch thing btw.

I should have done a whole write up on this while i was doing the swap.

you probably dont want a 4L60e. if im not mistaken those require a shift controller (they dont have a "kick down cable"). I got my trans (4L60) out of a 91 camaro and it works great. You'll need a kit to wire the lock up solenoid and convert to a mechanical speedo but those are fairly cheap and easy to do. All in i spent about 300$ including the price of a junkyard trans.

You will also want to do a rear gear swap if you do this, otherwise if you ever do see 4th gear itll be at like 1500 RPM at 80 and I dont think your motor will like it much. I went from a 2.56 to a 3.73 with trutrac when i did it. LOVE the car now more than ever. But i've got a bad case of lead foot.

3.73 might be a little high for you considering the first gear on a 700r4 is 3.06 against the TH350s 2.52. youd probably like a 3.55 better.

I did the complete drivetrain overhaul for around 900$ ($300 on trans +600 on rear end) including all the nickle and dime things like ATF. but 350 of that was a new trutrac carrier. love that thing btw.

If you're still interested ill give ya a step by step and parts list.
 
#8 · (Edited)
. At first I thought you were saying you had a 700-R4 and were pulling it just to change the torque converter...

. Now I realize you prolly have a TH350... which is the same length as a 200-4R... so 200-4R slips in without a driveshaft change... also has more overdrive than a 700-R4, so that's good with a 3.73 rear... and a milder 1st gear... prolly wouldn't need a shift kit with a 200-4R, can hold them in any gear, anyways, and they shift fairly crisply... they also shift into 4th at WOT, which most 700-R4's don't (require a 'Vette servo to do that)... 200-4R usually has 1700 - 2200 RPMs stall converters... some 700-R4's like behind TPI 350" engine have too low 1100 RPMs stall converters...

. 4L60 is newer name for 700-R4 about 1988, but may get into electric speedometers with some of them... of course, 4L60e version requires a computer to control and shift it...

. Can prolly find someone to buy the 3500 converter and/or TH350...
 
#11 ·
I cant find any 200r4 no where around around here but I will see if I can find one thanks
. Avoid the ones before 1986, they didn't have all the upgrades and fixes.... millions of them made... 1986 & up Monte Carlo, Cutlass, Buick Special/GN/GNX, Pontiac GP, and prolly some big cars... most desirable higher stall converters, higher RPM shift, stronger versions in Olds 442, Monte Carlo SS, Buick GN/GNX... usually have both Chevy and BOP bellhousing...
 
#10 ·
GM changed the name of the 700 r4 to 4l60 in 89 or 90 it is stile cable operated in 93 the 4l60e came out in trucks and vans cars and GMC Typhoon kept the 700r4 til 94

1982-83 700 r4s junk small 27 spine input shaft
84-86 not bad if rebuilt with updated parts
87-89 was a good because u can use a mechanical lock up conversion no wiring needed for the lock up torque converter
90-92 not much differnent except for a diffrent lock up circuit
93 had a few changes to valve body and reverse drum

u can run a 700 with out a lock up converter but on a steady cruise in 4th gear it will run cooler with a lock up converter
 
#12 · (Edited)
Just a small correction, there was no GMC Typhoon in 1994, they were built for MY91-93 only.

You are correct about the trucks getting the 4l60e for MY1993 while the cars got it for MY1994.

Pretty amazing that the basics of teh 700r4 have lasted in production 30 years later with the 4l60e, 4l65e, 4l70e.
I wil GM developed the 200R4 and its gear ratios instead of the 700r4's ratios. I prefer the higher 1st gear (2.74:1 200r4 vs 3.06:1 700r4/60e) and the higher 200r4 0.67:1 vs the lower 0.70:1 for the 700r4/60e). While the 3.06 700r4 does provide for quicker acceleration (and better fuel economy for city driving-as it allows forless throttle application pulling away from stops, the rpm drop during WOT upshifts is horrible.(and only worse with teh newer 6 speed autos.
The 2.74:1 1st gear is a happy medium between the 2.48/52 of the 4l80e/400/350 and the 3.06:1 700r4/60/60e/65e/70e.

peace
Hog
 
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