roadnotca
3/4 ton status
Avery4jc said:
This is Morning
CK5
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Lets go round two on a Tranny....
- Thread starter Avery4jc
- Start date
This is Morning 
berserker
1/2 ton status
it sounds almost like you have no clue on what you want
fabjunkie
1/2 ton status
Avery, I think that a 400/205 combo will do you good, but might be harder to find and more $. You should compare the $ of doing a 400/205 compared to a sm465/205. I know you want to stick with the auto, but gong stick I think would be exponentially (sp?) cheaper and give you more money to play with your axles. You should be able to find a good, runable 465/205 combo for under $500. Just something to chew on.
berserker said:it sounds almost like you have no clue on what you want
I don't believe I've read a comment made by you in anyone's threads where they are looking for advice that was constructive. What's your problem, of course I'm going back and forth, there are a ton of options and to answer your question I narrowed it down pretty quickly for only searching for 2 days.
fabjunkie said:
I know and that is a very solid point but I'm going to be better off w/ the auto anyways because 1st on the SM465 is too low for what I plan to do anyways. There are some junk yards around town that I haven't even visited so I need to do that before I continue searching other options. To be honest with you price isn't thrown out the window but it also isn't going to hold be back. If it's an option that would work for what I do and perform well then I don't mind if it takes a little longer to save up the $$$. Working a job and being at home is nice. $70 for insurance a month and the rest I can do with what I want.
-Avery
fabjunkie
1/2 ton status
Avery4jc said:Working a job and being at home is nice. $70 for insurance a month and the rest I can do with what I want.
-Avery
Man do I miss those days.
Slapperbar
Retired Navy NDT Examiner
Just because it has FIRST gear doesn't mean you have to start from there.
Does the original 700R4 tramsmission in Avery's truck have any input connections to his ECM? I thought those where supposed to have a speed sensor input, but I could be wrong. If all it has is an ATV cable, then this would be good because it opens the door to a lot more possibilities...like a Turbo 400/NP205.
NEK5
3/4 ton status
1-ton said:
post 36Avery4jc said:
post 36
This is not even your thread. Why the F*** are you so concerned with what anybody else has to say.
My piont is, that if the 700R4 trans has a speed sensor connected to the ECM, which nobody seems to be considering, that it will be impossible to transplant any other transmission combonation in place of the 700R4. This is because the ECM controles the carburetor, and ignion system. If the transmission speed sensor is no longer connected to the ECM, then the ECM controled carburetor and ignition system will no longer funtion, but if there is no speed sensor connection going from the 700R4 to the ECM, then Avery is good to go with any combonation of transmission and transfercase he wishes.
1-ton said:
Yeah that was kind of my plan. What other lifelines does the th400 have? I'm still trying to find what would be involved in a 700R4 to th400/205 swap. This is all I can find right now, it should be pretty much the same though...
http://www.oldengine.org/unfaq/leadfoot/th350in.htm
-Avery
My TH400 has the vacuum line to the modulator and an electric switch from the gas pedal for kickdown. That's it besides cooler lines.
The only other thing I would add is to get TCI's high torque towing converters or Hughes XTM towing converters.
The only strong opinion I would give you is to run a NP208 instead of 205. Easier to find, and I think strong enough for your needs. Or if you really want to get crazy, an NP241.
Also 5.13s seem pretty low, I think I would look at 4.88s instead.
Okay, I'm finished with my opinions.
The only other thing I would add is to get TCI's high torque towing converters or Hughes XTM towing converters.
The only strong opinion I would give you is to run a NP208 instead of 205. Easier to find, and I think strong enough for your needs. Or if you really want to get crazy, an NP241.
Also 5.13s seem pretty low, I think I would look at 4.88s instead.
Okay, I'm finished with my opinions.
fabjunkie
1/2 ton status
1-ton said:This is not even your thread. Why the F*** are you so concerned with what anybody else has to say.
My piont is, that if the 700R4 trans has a speed sensor connected to the ECM, which nobody seems to be considering, that it will be impossible to transplant any other transmission combonation in place of the 700R4. This is because the ECM controles the carburetor, and ignion system. If the transmission speed sensor is no longer connected to the ECM, then the ECM controled carburetor and ignition system will no longer funtion, but if there is no speed sensor connection going from the 700R4 to the ECM, then Avery is good to go with any combonation of transmission and transfercase he wishes.
IF this is the case, his computer should only be controlling the carb. The ignITion is probably an HEI which is not controlled by the ECM. AFAIK they weren't using DIS in '85.
Even if you took the ECM out of the truck, it would still run, the computer control over the carb was a joke to begin with anyways. All it is is a Q-jet with some non-needed electronic crap thrown in. Now if Avery wasn't in Komifornia, he could say the hell with it and throw a regular carb on it. But it is still something to consider with their strict emissions.
IF this is the case, his computer should only be controlling the carb. The ignITion is probably an HEI which is not controlled by the ECM. AFAIK they weren't using DIS in '85.
This would be good news for the swap. I found this about the 700R4 ECM connections:
"Additionally, the transmission features a lock-up torque converter to allow a direct, non-slip connection through the transmission. This has the benefit of further fuel savings and cooler transmission operating temperatures. However, it is crucial that this lockup mechanism be properly connected to the ECM and brake lamp circuit. Stand-alone computers are available on the aftermarket for its control. Some control units even allow for the lockup to occur at a given speed. Lock-up converters in automatic transmissions give the advantage of direct engine lockup through the otherwise fluid-coupled transmission. This function works either by the ECM or a vacuum switch. Earlier versions without ECM use a vacuum switch connected to ported vacuum. The transmission receives the signal and applies fluid pressure to the clutches in the lock-up converter. The system switches off due to a signal from the brake pedal."
If avery's is an earlier model, which only uses a vacuum signal for lock-up, then the ECM situation will not pose a problem.
fabjunkie said:IF this is the case, his computer should only be controlling the carb. The ignITion is probably an HEI which is not controlled by the ECM. AFAIK they weren't using DIS in '85.
I know for a fact that it has the ECM controling the carb. I don't know if you guys remember but when I first bought the truck it wasn't running great and was spitting out way too many Hydro-Carbons to pass smog. My mechanic which is a 70's blazer guy himself took a look and realized that the p/o had disconnected the computer and forgot to hook it back up after the shop did the heads/carb work. He hooked it back up, reset the timing and tuned the carb and now the truck runs great with a ton of power compared to before. Basically what I'm saying is it will run w/o the comp. hooked up and the tranny still worked (although it ran like crap).
I'll try to see if I can find some info. on the subject at hand and let you all know what I find.
-Avery
Looks like you beat me to the info. finding. I know that mine is an earlier version which is why nobody wants to (and doesn't think it's worth while) to rebuild it.1-ton said:
Ok, so if I was to disconnect everything and put a th400 in it's place couldn't I just run a fresh line to the modulator valve, install a kick-down on the gas pedal (I found the kit everywhere online) and then hook up the cooler lines? The ECM will then just control the carb for smog reasons but it doesn't have a foot in the tranny department, the modulator valve will take care of that job. Am I talking crazy now or is everyone following my logic?
Oh and I found some info. about the lockup. I have seen guys get kits (which I also found online) that allow you to electronically set the lockup. They are designed so that you can change the lockup on hot rods that have a hard time sitting at stop lights but couldn't I use it as a stand alone controller for the th400 lockup or does the lockup work differently on the th400?
-Avery
Sounds like you are right on the money.
Cool, so I'm not crazy. The kick-down kits just downshift if you get into the throttle and need to drop a gear to gain some momentum then let the tranny shift back up right?1-ton said:Sounds like you are right on the money.
Next is where do you pull a vaccuum from? Everywhere I've read about swaps from 700r4's to th350/th400 w/ modulator valves just say something along the lines of tee off of the vaccuum line to run over to the the modulator valve.
And what about the lockup? That is one area that I don't really understand.
-Avery
roadnotca
3/4 ton status
No lock-up on TH400. Vac line Ts off manifold Vac. that little port behind the carb, pass side of centerAvery4jc said:
Ok, even better. So I would just have to run the kickdown (Does that work like a fancy bike brake/cable setup or is it electronic?) and a vaccuum line from the manifold for the modulator valve. Otherwise the th400 is stand alone. Sounds pretty straight forward, I'll see what I can scrounge up around town here, my dad's co-worker has a brother that runs a small shop here in town specializing in tranny repair and he told my dad at work that he has tons of stuff just sitting around and would love to give me a hand. Man it sure pays to be a nice guy sometimes, people seem to jump at the opportunity for me to rack their brain and show me how to do stuff.roadnotca said:
Thanks guys.
Ok I forgot to answer some questions brought up by mrk5 earlier. I would like to run a 208 as I don't have nearly the power to damage one but thought that it would be cheaper to get a th400/205 combo than convert mine. Now that you say that though couldn't I just get a new tail shaft w/ the right spline to match the th400 (30/32?) and swap it into my 208?
Oh, and for the 5.13's check it out for yourself on 4low.com it has an online calculator and w/ the tc in high (1:1) and the tranny in 3rd (1:1) w/ 5.13's and my 38.5's it would take about 3,000 rpm to sit at 65mph which is right on.
-Avery
NEK5
3/4 ton status
avery, i talked to a guy that was shopping where i work,i guess he wheels alot,and has the same setup that you want to swap, with the 5.13s and 39.5s he has , he said it was ideal, just figured i`d let ya know
