CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.
1982 C/K 6.0L Caitlyn Mall Crawler (Interior time)
- Thread starter Babaganoosh
- Start date
4l60 first gear combined with the 2.72 low range if a 241 ( 8.3 combined )is just slightly worse than a turbo 350 and a 203/205 (9.8)
bp71k5
3/4 ton status
But the 6.55:1 granny gear combined with any case is going to be significantly better than either of those. And that's a factory option for these trucks.
Maybe I'm just slow to catch on here, but why are 203/205 doublers popular?
Or maybe I'm running the equation backwards. Why are TH350 and TH400 boxes so common for crawling, when their lowest gear ratios are significantly higher than a 700R4 or 465? I know some folks don't like the stock durability of the 700R4, but the SM465 & NV4500 seem like fine cases.
I think I'm starting to sound like Martin.
bp71k5
3/4 ton status
It's not for the freeway traffic I mentioned, that's just a side benefit.
I know that, I was just wondering why so much effort goes into fitting 3 gear boxes together when the end result isn't actually any lower than the factory 2-box setup I mentioned (465 & case of your choice). Seems like that stock rig would be better at crawling than all the fancy TH400 doubler combos out there. And, as Eric pointed out, the 700R4/4L60 & NP241 combination (another factory setup) gets pretty close.
I must be missing something, because obviously many people have gone through the effort to build doublers. But the logic is escaping me.
I know that, I was just wondering why so much effort goes into fitting 3 gear boxes together when the end result isn't actually any lower than the factory 2-box setup I mentioned (465 & case of your choice). Seems like that stock rig would be better at crawling than all the fancy TH400 doubler combos out there. And, as Eric pointed out, the 700R4/4L60 & NP241 combination (another factory setup) gets pretty close.
I must be missing something, because obviously many people have gone through the effort to build doublers. But the logic is escaping me.
You're going to start a flame war (autos vs. manual), but I'd simply say that a 465 is basically a 3-speed manual (with no overdrive) since the 1st Gear is useless for street driving.
The resulting gear spacing between the remaining 3 gears is pretty wide, which is also a major negative.
-G
Not so interested in auto vs. manual (seen that one too many times
). But Eric's statement has me intrigued.If the ratios are so similar, why don't folks just run 700R4/241 combinations?
FWIW, I agree that the SM465 is functionally a 3-speed. And so are the TH350 and TH400. If the 4-speed has a higher high gear, a lower low gear, and a happier gear spread, why are so few people happy with the 700/4L60 trannys?
Not so interested in auto vs. manual (seen that one too many times
If the ratios are so similar, why don't folks just run 700R4/241 combinations?
FWIW, I agree that the SM465 is functionally a 3-speed. And so are the TH350 and TH400. If the 4-speed has a higher high gear, a lower low gear, and a happier gear spread, why are so few people happy with the 700/4L60 trannys?
Depends on axle gearing (and tire size) too my friend.....
700R4 without a deep enough axle gear, or with too tall of a tire won't stay in OD and will keep hunting up and down.... so it can become a 3-speed transmission as well.
You have to really build backwards from the tire diameter.... then figure out axle gear ratio, and if you need highway RPMs for cruising. From there you can pick your transmission. Transfercase sort of comes last depending on what kind of remaining reduction you think you'll need for crawling....
-G
You forget what a torque converter does.
Autos are easier to drive in technical situations. Hand throttles close this gap rapidly.
I have wheeled a 465/205 combo. Still wanted a doubler. A 465 208 is much better. I have never wheeled one of those personally but it is much better than a 205.
The reason you see so many autos with doublers ( caution opinions ahead) is cause autos are easier to drive off road. In addition finding a 203 for a 465 is much harder than finding a 203 for a th 350.
The 700 has a bad reputation. With the improvements over the years its mostly undeserved but I bet you could ask 20 Chevy guys if they like the 700 / 4l60 and about 2 of those 20 would like it. And 15 of the remaining 18 would have no reason other than they knew someone who blew one up.
The th 350 combo is super common the 400 203 less common but still more common than a 465 203.
But you do have to remember what kind of wheeling is my favorite. I like rocks big technical crawling.
Autos are easier to drive in technical situations. Hand throttles close this gap rapidly.
I have wheeled a 465/205 combo. Still wanted a doubler. A 465 208 is much better. I have never wheeled one of those personally but it is much better than a 205.
The reason you see so many autos with doublers ( caution opinions ahead) is cause autos are easier to drive off road. In addition finding a 203 for a 465 is much harder than finding a 203 for a th 350.
The 700 has a bad reputation. With the improvements over the years its mostly undeserved but I bet you could ask 20 Chevy guys if they like the 700 / 4l60 and about 2 of those 20 would like it. And 15 of the remaining 18 would have no reason other than they knew someone who blew one up.
The th 350 combo is super common the 400 203 less common but still more common than a 465 203.
But you do have to remember what kind of wheeling is my favorite. I like rocks big technical crawling.
BTW if I ever get around to my buggy build it will have a 700 241 combo. It will only run 37s on Toyota axles with 5.29 gears and a 4.3 vortec V-6. Not much need for lower gearing
Makes sense. Having a torque converter seems like a good idea when perched atop a boulder.
Thus far I have worked with street rigs. Not much experience with technical wheeling of any sort. So a lot of rock crawling things aren't intuitive for me yet. Maybe someday I will get into such.
Torque converters reduce the overall gear ratio. So just when the truck starts to move your torque converter is giving you around a 2:1 gear reduction.
This is the one and only thing that I like about automatics. Couple a TC to a manual box and I think I'd have the best of both worlds. I'm somewhat intrigued by RMVBs at the moment. I think there could be a happy compromise out there...
Oh man I actually was busy at work and didn't get in on this madness
I LOVE my 700/241 combo. Really nice low range off road as has been mentioned.
My 700 241 with the 6.2 is pretty awesome also
If my trans harness is broke I have a backup plan. I have a new used one but the problem is it's for a 2003 and mine is wired as a 02, which means the pulse width modulator is different.
I broke down the harness and de pinned the connector, worst case I have to swap the main connector and rewire the main plug. It sure beats spending 200 for a gm harness. Greg found me a aftermarket harness and told me where to get it but I have no way to get it.
I broke down the harness and de pinned the connector, worst case I have to swap the main connector and rewire the main plug. It sure beats spending 200 for a gm harness. Greg found me a aftermarket harness and told me where to get it but I have no way to get it.
I guess that's better news then what it could have been.
Why are we talking about gear reduction in truck that has go fast parts........
