Thread: 700r4 Trans questions

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Can someone tell me how to adjust the kickdown cable on a 700r4? Also, the guy i got this from said it was built for a "ONE WIRE" conversion. He said it only needed an ignition hot wire to operate it. Anyone know anything about this?

Thanks , Dan (Hope I didn;t post this in the wrong place)

The cable on a TH700 is not a kickdown cable but a throttle valve cable. The adjustment is very critical. Improper adjustment can kill the transmission. Have a look at this link.

http://purplesagetradingpost.com/sum...o/700R4p1.html

Gilles

What about the single wire hook up. Do that just go to any ignition hot?

Does this transmission have a lockup converter? IF it is a lockup
model, you must enable that feature....running a lockup in the
unlocked mode will cause mucho heat.

Connections to a 700R4 are:
shifter linkage
cooler inlet and outlet just like a turbo 350
TV cable to carb linkage....the most critical adjustment
electrical hookup to trans consisting of
brake pedal unlock circuit

The lockup can be controlled by a simple device available from many transmission companies like B&M. It connects to the speedometer cable, a 12 volt key hot line, and the brake switch circuit.

The above is true if you have a lockup converter......the "one wire" claim needs more info

Here is the info on it. I bought it from someone who bought it fom the builder and decided not to use it. I do not who built it.

1-10 VANE PUMP -

you might ask why not a 13 vane well in test i have seen done the 10 rotor actually pumps more volume than the 13 the persistant thought is that the aditional vanes simply take up more space in the pump but since the actual size or the area is the same theres less actual volume



2-MODIFIED LUBE CIRCUIT

as with most trannys the design is to use vented fluid from the preasure regulator to supply lube to the planetaries this is not a good idea since presure on coast can sometimes be quite low and the pr valve might not be in release mode ,thus under certain conditions such as coasting down a hill or full throttle run with let off and coast down the planets get no lube and even in a short time get very very hot so we modify the pr valve to allow bleed off to lube circuit at all times .



3-SONAX KEVLAR BAND

this band is 2.5 inches in width the stock is 2.25 this is a large increase in holding area in the intermediate drum in second and again in fourth gear .it also has a heavily reinforced band pin area to prevent pull though comon with agressive shifting towing trannys associated with the stock band .and everyone knows kevalr dosent mind getting hot !



4-RESURFACED 2-4 REVERSE INPUT DRUM

the drum the sonax band above rides on is machined for the 2.5 inch band the reason this must be done and many others dont we have learned, they try either a new drum or a pretty straight old one and in either case it wont work the reason being we have looked at new drums used a str8 edge on them and the are fine for the stock 2.25 inch band however gm never bothered to finish edges of drum properly and they raise but a few thousands at each end .THE problem the band grips the outer edges of drum first and then catches the center causing the band to be burned at the outer edges .so we machine all the drums in the super performance 4l60e transmissions and our MAX 700r4 trannys that use the wide band .



5- FINAL DESIGN 29 ELEMENT INPUT SPRAG

the is simply the strongest sprag that gm has to offer for either the 4l60e or the 700r4 if it dosent hold nothing will at present even the after market has nothing stronger .there used to be a product called the diode and it was stronger but was taken off the market due to durabilty problems they wouldnt break but they wore out rather quickly we used some that were wobbly in only 20000 miles



6-CORVETTE SERVO

this is the largest servo gm offers for this transmission and the one we prefer even over the after market billet servo ,the reason for this is its has the largest area while still allow proper release area for the band on the third gear shift ,you see the second gear oil is on one side slightly smaller applying the band while on the third shift the third gear oil comes in on the other side of servo and releases band ,they are at the same preasure ,the aftermarket billet servos have both sides the same size so you can see that if there are two equal forces working from each side over the same area the servo will not release or if it does there will be considerable overlap and although this dosent really affect the band much it plays havoc with the 3ird frictons since they have considerable less apply area /



7-9 FRICTION 3-4 CLUTCH SET

the stock 4l60e and the 700r4 come with either a 5-6or 7 friction third gear ,the 5 friction being most common in the 4l60e we replace this with and alto 9 friction set up accomplished using both thinner steels and frictions this increases the holding ability in third gear by up to 40 percent .also we enlarge the release oil passage in the valve body plate to get then out of the way in a suddden kick down to second for the same reason stated in the band section .



8-FORWARD CLUCTH

we use the thinest apply plate available to allow for the maximum number or frictions possible and we eliminate the waved cushion plate GM so thoughtfully included in favor of still another friction ,GM put this waved plate in to sofen the shift from neutral or park to drive making the engagement quiet pleasant this is not and issue to us we would rather have the holding power the forward clutch even though quite strong even from GM has to hold every bit of power you give in every gear except for fourth ,



9-THE BEAST SUNSHELL

the sunshell in the 4l60e as with the 700r4 was made very thin with only a tiny area of weld to hold the entire impact of both the 2nd gear and fourth gear shifts this done to conserve weight a few ounces .while it was fine for stock applications even then it failed when used for pulling and performance regularly .the BEAST shell is specially redesigned its about 2x thicker and has a special bearing arangment to allow to a considerably thicker weld area and is considered to be up to three times stronger than than stock one it was made to take a beating



10-THE SONAX DUAL PISTON OVERDRIVE SERVO

the servo area with the heavy high geared load of the 4th gear is woefully inadequate for any performance use and GM knew that which is why to present date the 4l60e nor the 700r4 are capable of shifting to fourth at anything over 3\4 throttle and most half or less .

the sonax dual servo is 40 percent stronger due to the increased area of the extra servo and eliminates the need to tow heavy loads in drive and in performance aplications make safe full throttle shifts into fourth gear possible

11-SHIFT KIT

Our shift kits com in two varietys for this unit performance for the street racer /drag strip and heavy duty pulling towing rv use .its combination or a superior transgo kit and out own ,you just tell us what you need and w make it that way .also the perfoamnce kit allows for FULL THROTTLE SHIFTS INTO FOURTH GEAR if you really wanna go fast .

The performance version has exstremly agressive shifts you lay down on it and it will be WOW it has your attention and everyone elses

The heavy duty towing version has firm but not to agresive shifts its set up with the towing the heavy load .off road pulling climbing in mind

YOU JUST TELL US WHICH YOU NEED!



12-WE ALSO CROSS HATCH ALL OF OUR STEELS

this is done to improve holding and cooling by allowing some fluid to stay between frictions and steels while also increasing friction capabilities of these for greater holding .



13-ALL THE PlanNETARY GEARS WHERE THEY MEET A NEEDLE BEARING ARE SLOTED THIS BECAUSE WITH THE NEEDLE BEARING BEING A SMOOTH SURFACE AND THE PLANET THE SAME LUBE CAN AGAIN BE BLOCKED WITH THE SLOTS THIS NEVER HAPPENS AND THE LUBE IS ALWAYS THERE lack of lube kills more or these trannys than HP ever has

here is some more info

http://www.bowtieoverdrives.com/cata...SUBCAT&CATID=O

the "one wire" hookup usually means that it locks up in 4th gear only. BUT you STILL need the unlock circuit!!!! DO NOT DO A TOGGLE SWITCH without the brake switch....you will be in a panic stop and forget (or wont be able to reach it) to unlock it!!!

How do you know if you have a lockup converter.