700r4

[Bigdav160]

Originally Posted by profe56

OK Folks: I knew BOWTIE OVERDRIVE sells a kit, but yesterday I saw at you tube two other companys selling kits.
Questions are:
Which one are you using?
Which you thing is the best kit?
Can we built one?
Did you built your own?
If yes could you share the idea?
Thanks.

The old saying, "there's plenty of ways to skin a cat" applies here.

There's are strictly hydraulic kits that do not require any electrical input. I've used them and like them. But they do not fit every 700r4/4L60.

Some people use a relay off the brake switch to supply power to the TCC solenoid and alter the valve body wiring to ground the solenoid in fourth. It works.

Others will install ready made "kits"

[Chvy2NV]

The bowtie kit uses a switch on the pedal to turn off the lock up. Kinda like cruise control. But from what I understand. You need a manual switch to lock up the converter at hwy speeds. Then lets say you get off the hwy and pull up to a light. Once you hit the brakes it automatically sets off the lock up. Instead of you having to turn it off manually and or forgetting causing the engine to bog or shut off.

I really want to have it setup where it does both on its own if that's possible??
Posted via Mobile Device

[profe56]

OK Folks: I knew BOWTIE OVERDRIVE sells a kit, but yesterday I saw at you tube two other companys selling kits.
Questions are:
Which one are you using?
Which you thing is the best kit?
Can we built one?
Did you built your own?
If yes could you share the idea?
Thanks.

[MARKDTN]

There is no reason to go crazy with this. 700R4 was used in non-computer applications for several years. Look at '83 K20 pickup or '87 Caprice. The theory of operation is this. When you have the transmission in 4th gear you close a switch in the transmission supplying a ground to the lockup solenoid. If you do not have the brake pedal depressed then you are sending 12 v to the firewall switch. If you also have correct vacuum to the switch on the firewall you get 12V from there to the converter lockup solenoid. So if you have 4th gear, no brakes, and correct vacuum then the converter locks. Other than that it won't. You don't need extra override switches or anything else complicated. You can find factory harness for these. If you find a good deal on a '94 4L60 (non-E) with 5-pin instead of 4-pin socket, you can use this as non-computer too by buying a new 5-pin plug and swapping the pins.

[dsy1]

Also consider a well-built 200-4R, it fits easier and there should be no driveshaft modifications. The 700r4 is longer and you will normally have to shorten the shaft. The 200-4r can be built plenty strong enough for our trucks. I like mine.

[profe56]

OK folks: I just want to know if you are using BOWTIE OVERDRIVE and if you recomend it.
Thanks

[MARKDTN]

Originally Posted by profe56

OK folks: I just want to know if you are using BOWTIE OVERDRIVE and if you recomend it.
Thanks

Yes, Bow Tie makes very good parts.

[profe56]

There is another option from TCI transmissions.

[bugmasta]

Mine locks up at freeway speeds automatically. Not sure what people are needing a manual switch for. Hence the reason some people add an indicator light to let them know when lockup is active. No computers on my tranny either.
Posted via Mobile Device

[Katrina/10]

I wonder why fluid would be restricted in 4th gear?

[clinebarger]

Originally Posted by Katrina/10

I wonder why fluid would be restricted in 4th gear?

In the name of fuel economy, Lowering pressure decreases the amount of power it takes to run the pump.

[Katrina/10]

Originally Posted by clinebarger

In the name of fuel economy, Lowering pressure decreases the amount of power it takes to run the pump.

Thanks! I have wondered about that for a long time. I always use the lockup on mine, though.

[72 K20]

'82-mid '84 are 27 spline small shaft 700R4's.
Late '84 to '86 are 30 spline 700R4's.
'87-'93 4L60's have a auxiliary valve body (Forward accumulator).
__________________

So it would be safe to say that my 1989 chevy 1/2 ton 2wd pickup with a 5.7 engine and overdrive transmission is actually a 4L60 rather than a 700R4 ??

The one I have has 252,000 miles on it and has not been serviced in 170,000 miles ,,,, it has been my daily driver for 17 years.

I always thought it was a 700R4............

[clinebarger]

Originally Posted by 72 K20

'82-mid '84 are 27 spline small shaft 700R4's.
Late '84 to '86 are 30 spline 700R4's.
'87-'93 4L60's have a auxiliary valve body (Forward accumulator).
__________________

So it would be safe to say that my 1989 chevy 1/2 ton 2wd pickup with a 5.7 engine and overdrive transmission is actually a 4L60 rather than a 700R4 ??

The one I have has 252,000 miles on it and has not been serviced in 170,000 miles ,,,, it has been my daily driver for 17 years.

I always thought it was a 700R4............

Yes, You have a 4L60.

[Bigdav160]

Originally Posted by 72 K20

'82-mid '84 are 27 spline small shaft 700R4's.
Late '84 to '86 are 30 spline 700R4's.
'87-'93 4L60's have a auxiliary valve body (Forward accumulator).
__________________

So it would be safe to say that my 1989 chevy 1/2 ton 2wd pickup with a 5.7 engine and overdrive transmission is actually a 4L60 rather than a 700R4 ??

The one I have has 252,000 miles on it and has not been serviced in 170,000 miles ,,,, it has been my daily driver for 17 years.

I always thought it was a 700R4............

Same thing. The 700R4 was designed in-house by Chevrolet. It had been updated just about every year of existence from the 1982 introduction. For 1987 Hydramatic gave it a big update but all the GM transmissions were renamed in the late 1980's.

The TH400 became the 3L80
The 700R4 became the 4L60
The TH125 became the 3T40
The 440T4 became the 4T60