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Np208**SOLD**

RGV72BLAZER said:
man, i need that damn transmission. no one in texas seems to have a 700R4, go figure. lol. willing to ship?
Click to expand...

I could be. Lets see if anyone here locally wants it first. Then I'll look into shipping for you. Do you have any experience shipping trannys?
 
yeah I could be going crazy but I believe there was a "1st generation" 7004 and a "second generation" 700r4 that they ran for a few years before they went to the 4L60. They updated the vane pump (???) and a few other things supposedly...I don't remember the cut off...I'm thinking '87 but that may be b/c FI started that year....let me check.

Either way...so who did the rebuild?
 
yep I found it....

700R4 / 4L60

At approximately the same time as the 200-4R's release, the Hydramatic 700R4 was introduced 1982 for use in Chevrolet/GMC vehicles.
The gearing for the 700 is (commonly rounded off to 3.06, 1.63, 1.00, 0.70, and 2.29):
  • First - 3.059
  • Second - 1.625
  • Third - 1.000
  • Fourth - 0.696
  • Reverse - 2.294
Initially, the 700R4 was not considered a strong transmission, since the torque of a 350 in³ V8 would lead to transmission failure. The original version of the transmission had a 27 spline input shaft - this was but one of many possible and common failure points with the early transmission. However, the design was continually refined and upgraded, and in 1987, the 700 was used behind a 350 small block V8 (from IROC-Z Camaros to pickup trucks).
For 1984, 700R4s designed for use behind Chevrolet small block V8s received a 30 spline input shaft which used a different torque converter than its 2.8 V6 and 2.2 L4 powerplants. Between 1984 - 1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body (for 700s manufactured after October 1986).
Without pictures, the 700 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts, 3 bolts front, 3 bolts rear, 5 bolts left side, and 5 bolts right side.
The tailshaft housing is held onto the main case by 4 bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 inches (510 mm) overall. From the engine/trans mating surface to the crossmember mount bolt is 22-1/2 inches (570 mm), and engine/trans surface to output shaft housing mating surface is 23-3/8 inches (594 mm) overall, with the tailshaft housing typically measuring 7-5/8 inches (194 mm).
Transmission fluid cooler lines: on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are 1/4-inch pipe thread, and CAN include an adapter from the factory for threaded steel lines in an SAE size. 4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.

4L60

The 700 was renamed the 4L60, when the electronic version, 4L60-E, was phased in (1993 for GM trucks, vans, and SUVs, and 1994 for RWD passenger cars). Around 1996, a bolt-on bellhousing was phased in (along with a six-bolt tailhousing) when the transmission was bolted behind an inline four cylinder or the Vortec engine family.
 
do you still have the t-case, does it work alright, what would you take for it, i get to california every couple weeks, could i come pick it up????? call me at 314-517-6904 thanks derek.
 
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