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December 2017

Building a 4L60E With Performance-Friendly Gear Ratios

Building a 4L60E With Performance-Friendly Gear Ratios - Gearstar Performance

Transmissions ultimately determine how the output of an engine’s power is translated throughout the rest of the vehicle. A transmission is built to prioritize – and there are plenty of things to prioritize. Do we need speed? Power? Efficiency? Weight? Cost-effectiveness? Throughout the decades, automobile companies have come up with increasingly fine-tuned and advanced examples of this, working off older concepts and introducing new ones along the way, such as electronic control and fine-tuning.

But when it comes to matching cost with performance on a Chevy, you can’t go wrong with an older, customized transmission. While there’s nothing wrong with refurbishing a classic muscle car with a new and improved Turbo 350, you’re more likely going to see cars from the 90s and beyond outfitted with the more modern set of 4L60s and 4L60Es – four-speed automatic transmissions that are basically descendants of the Turbo-Hydramatic 700R4, a powerhouse of a transmission.

The 4L60E is an automatic transmission with electronic control (E), 4 forward gears (and 1 reverse), longitudinal rear-wheel drive, and a 6,000 lbs. maximum gross vehicle weight limit.

Yet the 4L60E isn’t the only transmission of its kind produced by GM at the time. It began as the non-electronic 4L60, installed in most GM trucks (like the Pontiac) before the introduction of the 4L60E, and other transmissions include its successors the 4L65E and 4L70E for large heavy-duty trucks, and stronger transmissions built with different gear ratios for even larger vehicles, such as the 4L80E.

Why the 4L60E Transmission?

The 4L60E transmission remains a common choice for many Chevy enthusiasts looking for a stock transmission to begin with when working on a performance-friendly car. Its main advantage above other transmissions includes the inclusion of digital interfacing and control over the 700R4’s TV cable (which was often a fault rather than an advantage of any kind), and the fact that it’s generally cheaper at stock than a 4L80E or lower, yet still more than enough for any competent transmission expert to turn into a performance-friendly powerhouse.

Take someone experienced, and the 4L60E can easily become the ideal starting transmission to work on a Chevy drag racer.

Choosing the right 4L60E is the most important bit. The latest versions of the 4L60E are built with the modern LS GM engine family in mind, which was introduced in 1998 more than five years after the introduction of the 4L60E. They also come with a larger 300mm torque converter, much thicker than what was previously installed on older 4L60Es. This update, and the fact that the 4L60E was such a common transmission at the time (and continues to be a favorable tranny for LS engines), means that regardless of if your performance car comes with an LS engine or if you’re installing the engine block in a classic muscle car for modern-day performance, you’re most likely going to be working with a 4L60E as well.

Aside from the latest version, which is recommended for newer vehicles, try and match your car to the ideal iteration of the 4L60E. Differences in the bellhousing and torque converter are the most obvious ways to tell them apart: the first 4L60Es came with their integrated bellhousing, and the 1996-1999 versions featured removable bellhousing.

Taking the 4L60E Into the 21st Century Performance World

The main hiccup on the 4L60E is its gear ratios – 3.06 in first and 1.62 in second, which meant you were getting a massive amount of torque in first gear, before dropping down to about half that power in second. Third gear, of course, is at 1:1, and the fourth is reserved for overdrive. The 4L80E on the other hand features 2.48 in first and 1.48 in second, with a 440 lb.-ft. torque rating in stock vs. the 4L60Es 380 lb.-ft. torque rating.

But we’re using the 4L60E here, not the power-robbing 4L80E, and adapting the gear ratios to be more efficient for performance is key when optimizing a transmission.

By changing the 4L60Es gear ratios to match a rear axle ratio of 3.73:1, with a 2.84 first and 1.55 second, you get a final drive ratio relatively close to 10:1 at first (specifically 10.59:1). Doing so means switching to a six-pinion planet over a four-pinion (or the five-pinion used in the 4L65E) – together with a few other aftermarket parts, you can easily turn this roughly 380 lb.-ft. torque, 400± HP transmission into a tranny capable of putting in work on Chevy cars with well over 700 horsepower.

Kitting out a 4L60E to the max means completely changing the transmission, installing new shift, EPC, PWM and control solenoids, a new transmission pan, a new gear set, new bearings, a 13-vane pump assembly, hardened stator shaft and rings, a brand-new cooler, and much, much more.

Knowing Your Gear Ratios

Gear ratios refer to the ratio between two perspective gears. When calculating performance, you must consider your car’s rear axle gear ratio (often ideally set to 4.10:1), and the gear ratio for your transmissions drives. Different ratios produce different outcomes. Other things to consider include tire diameter (larger tires take longer to turn, to put it simply), sticky tires (traction improves overall performance) and terrain.

Ideally, you’ll want a final drive gear ratio of about 10:1 in first gear. The 4L80E’s 2.48, when multiplied to the rear axle ratio of 4.10:1, yields a close 10.16:1 – whereas the 4L60E’s gear ratios are harder to work with, even with another rear axle ratio like 3.73:1. Changing the gear ratio can improve the car’s performance, yield better engine rpm, make more efficient use of the engine’s output and ultimately improve speed – which, in the end, is exactly what you want.

Geared for Performance

When adjusted with proper gear ratios and a set of the right aftermarket parts, the 4L60E can be just the transmission you’re looking for. However, straight out of the box, it’s hard to argue for it vs. the more efficient, yet typically costlier 4L80E.

Both transmissions have their pros and cons, and have different jobs. The 4L80E is built to drive massive heavy-duty trucks – the 4L60E can make itself a cozy home in classic Chevy muscle hot rods and modern engines alike. The key lies in building it just right for your own car – and that’s where the experts come in. The right transmission needs the right car and engine. Creating a car suited for performance is all about optimizing mechanical relationships, and finding harmony in it.

Let’s Talk High Performance 4R70W Transmissions

Let's Talk High Performance 4R70W Transmissions - Gearstar Performance

The 4R70W is a Ford transmission, and generally considered an evolution to the AODE, a transmission that it is often interchanged with. Both are improvements on the AOD, Ford’s first 4-speed automatic overdrive transmission, and its answer to the fuel efficiency issues first brought to light in America by the oil embargo of the 70s.

Since then, improvements in technology and stringent regulations improving fuel efficiency and air quality have demanded better and better transmissions, while still providing opportunities for top notch performance, even if only through a few modifications.

No stock transmission is perfect, but if you’re looking for a small-body Ford transmission with potential for insane performance and no need to mess with pesky throttle valve cables or old-school controls, then the 4R70W is a good place to start – but by no means the best place to end. Here’s a quick overview of the 4R70W, it’s relationship to other popular Ford transmissions, and a few things you should know about it, including its basic strengths, glaring weaknesses, and ways to improve on it and make it both more reliable and better for performance.

Quick Overview of Ford 4R70W Transmissons

It was around the 70s that automobile manufacturers started coming out with better, more fuel-efficient cars. These sacrificed some of the performance and speed of the gas-guzzling large-displacement carbureted V8 models of the past, in exchange for the ability to go long and fast at a much lower cost. While overdrive and general fuel economy were considerations for decades before the oil embargo, it was the steep increase in gas prices introduced by that decade that drove a change into American car manufacturing. It was around then that Ford first produced the AOD, its 4-speed automatic overdrive transmission, in 1980.

The AOD was new, for sure, but mostly incorporated old designs. It didn’t change much from the FMX 3-speed automatics, save for a direct overdrive, and still used the Ravigneaux gear train and other common FMX components. It’s dependable and sturdy due to the inclusion of many of these true-and-tried components, but it’s the additions that make the AOD a liability. With a rather frail overdrive band lacking in proper width, it’s not uncommon for it to wear down quickly versus its newer alternatives.

In comes the AODE. This was Ford’s improvement on the AOD, complete with a new valve body and computer controls to replace the classic throttle valve function and AOD valve body. The AODE was introduced in 1991, known simply as the AOD Electronic Control. It featured a completely revamped valve body, torque controller, front pump assembly, and a single input shaft rather than the primary and intermediate shafts of the AOD.

Specs on the 4R70W

By 1993, an updated version of the AODE hit the market with a different name, although these two transmissions are mostly interchangeable. The 4R70W comes with:

  • 4 forward speeds
  • Rear-wheel drive
  • 700 lb.-ft torque rating
  • Wide gear ratio

Here are the gear ratios for the 4R70W, in comparison to the AOD (in parenthesis):

  • 1st gear: 2.84 (2.40)
  • 2nd gear: 1.55 (1.47)
  • 3rd gear: 1:1 (1:1)
  • 4th gear: 0.70 (0.67)

The valve bodies and cases of the AOD, AODE and 4R70W are all different enough to warrant specificity – while you can take the gear train of the AOD and shove it into an AODE, you can’t switch their valve bodies.

So, Which Is Better?

While the 4R70W is unquestionably better than its predecessors in many ways, that doesn’t always mean it’s the best option for you at the time. If you already have a stock AOD to begin with, there’s a lot you can do with some spare cash without having to invest in a completely new electronic transmission. While the 4R70W can be adapted even to older classic muscle cars, it does take a bit of work and a bit more cash than updating and reworking your stock AOD.

The same goes for cars with the AODE in the 90s. The only time you might want to switch for the 4R70W is if you can afford it, and if you need the improvements.

Better Overdrive, Computer Control

The main benefits of the AODE and 4R70W over their older version is the inclusion of a sturdier, wider overdrive band, better front pump, a solid input shaft, a switch from split-torque overdrive lock-up to the use of a locking torque converter, and finally, much improved pinpoint precision and control through computer-controlled components versus the oft clunky manual control given by a throttle valve function.

Despite a thicker and improved valve body, the electronic AODs also come with a lighter case, built with aluminum rather than steel, improving weight and thus performance and fuel efficiency.

The Good, the Bad and the Ugly

The 4R70W is a good transmission, but it has its pros and cons. Let’s look over some of its best qualities, and some of its faults and issues.

For one, it has a much better and improved overdrive band. Despite being a newer transmission and having a completely different case, the 4R70W is still compatible with a vast number of Ford vehicles without too much reworking or adaptation. You can easily retrofit it into many classic muscle cars, giving older vehicles a much-needed boost in both efficiency and performance.

However, as powerful as it is, be careful not to overload this transmission. There’s a limit to its torque and power, and knowing exactly what it can and can’t do is the difference between an overheated transmission and one that will last you for decades. That, and as with any other transmission, you still need to maintain it regularly.

A Diamond in the Rough

Still, for all its merits and the improvements made upon the 4R70W after decades spent on feedback from the AOD and AODE, there are still flaws in the transmission that must be addressed through aftermarket improvements.

A specialist in Ford transmissions can set you up with an improved 4R70W, with as much as 750hp, an improved torque controller, a much-needed improved cooler with a better GVW of 30,000, and countless reinforcements to improve durability, maximize performance in the long-run, and prevent some of the faults that eventually lead to complete transmission breakdowns in the future. Examples include an improved carbon fiber overdrive band, new pump assembly, higher capacity clutch, updated solenoids for better electronic functionality, and more.

Be sure to only work with specialists who guarantee the quality of their transmission, and do their best to test the integrity of their work every time.

Installing Overdrive in an Early Model GM

Installing Overdrive in an Early Model GM - Gearstar Performance

There’s no doubting the air of Americana around a classic 50s-70s GM ride. In the golden age of American automobile manufacturing, we turned building cars into an art form, and ever since it’s been an intrinsic part of our culture – but even in today’s age of hybrid vehicles, electric cars and fuel-efficient family minivans, anyone with the keys to a classic GM ride knows that there’s nothing that quite compares to riding behind the wheel of one of Detroit’s best.

However, there are also few cars that compare when it comes to sheer fuel consumption. The 50s weren’t exactly known for extreme frugality, and fuel economy wasn’t on the mind of the average American automotive owner. Instead, we focused on speed, on style, performance.

But then the oil crisis kicked in, and car owners quickly realized that they’d have to account for a steep increase in fuel prices. The result? We needed a new approach to fuel consumption, one that would emphasize a more frugal cruise. That’s where the popularity of overdrive came into play.

How Overdrive Works in an Automatic Transmission

Overdrive is when the car’s cruising speeds are maintained while the engine’s RPM are reduced, leading to better fuel efficiency at the cost of performance, or speed. This is done through a faster output speed than input speed, through a specific gear set. This allows you to travel long distances with a much lower fuel cost, and various different automatic transmissions offer different levels of fuel efficiency.

By “over-gearing” and sacrificing the car’s top-speed at that point in time for a lower RPM, you end up burning less fuel while maintaining cruising speed on a flat road. This can’t typically be done on rough or uphill terrain, as the car loses power in overdrive.

Typically, when achieving top speed, a car needs to continuously produce more power to match the increase in air resistance produced by an increase in speed. The ideal gear ratio for speed is the one that matches travel speed with engine speed. But when fuel efficiency becomes the goal, another set of gears is needed to reduce engine RPM but maintain cruising speeds. This, in essence, is the overdrive.

Evolution of the Automatic Overdrive Transmission

Overdrive transmissions in North America were an option in pre-automatic transmissions as far back as the 50s, but it wasn’t until the corporate average fuel economy legislation in 1975 that basically every single American transmission was built to include overdrive.

If you’re planning on riding your classic GM, then an automatic overdrive transmission (AOD) is a basic necessity unless you like watching your tank evaporate like a puddle on a blazing hot day.

Choosing the Right Overdrive Swap for Your GM

When the oil crisis called for new transmissions with a focus on fuel efficiency and compatibility with most of the existing vehicles on the market, GM and other car manufacturers got to work on implementing the overdrive. Throughout the 80s and beyond, automatic overdrive transmissions became a norm on most GM vehicles, from classic Chevy pickup trucks to muscle cars.

Choosing among GM’s selection of overdrive transmissions from back in the day is a matter of two things: compatibility and expectations. Stock automatic transmissions are only built to handle a certain amount of torque and horsepower, and trying to push one beyond its limits is a surefire way to slipping gears, burning through your overdrive and making a mess of things. Here are a few good GM AODs, and some things to keep in mind when choosing among them.

700R4

The 700R4 is widely considered the best 4-speed automatic overdrive transmission out there, and can be seen as one of GM’s best and most reliable AOD transmissions. It first hit the road in the early 80s as a replacement to the TH350 (Turbo-Hydramatic), although this early version doesn’t compare to later 700R4s typically installed in Chevy vehicles before 1993, when it was replaced with the electronic 4L60E.

While it’s a solid transmission, it can be easily tweaked and built for better performance and much better durability. Some issues commonly found in the 700R4 include its often faulty or frail TV cable, and a tendency to overheat. A better cooler, a torque controller and a few aftermarket bits and pieces can turn this into an extremely solid piece of engineering.

200-4R

The 200 4R is possibly the ideal transmission for early GM vehicles, due to compatibility and a comparable strength to the 700R4. Seriously, this thing will bolt in nearly every Chevy chassis on the market, with very little necessary modification.

Like with the 700R4, a TCI kit or a custom job by any trusted transmission expert can make this tranny run much better, with a repositioned TV cable and torque controller being some minimum additions to consider. However, with heavier modifications, you can take this thing even further.

4L60E, 4L65E, 4L80E & 4L85E

GM’s later overdrive transmissions included the 4L60E, 4L65E, 4L70E, 4L80E and 4L85E. Each of these were a continuation of the Turbo 400 and Turbo 700R4, built for rear-wheel high performance. The differences largely lie between the 4L60E and the 4L80E.

Key differences are size and performance. It wouldn’t make much sense to stick a 4L80E into anything smaller than a Chevy truck, especially with the considerable price difference between these two transmissions.

However, if you’re going with a stock 4L60E but have a vehicle capable of going pas 300 horsepower, you’re liable to see that tranny break. A custom 4L60E will get the job done, as will a stock 4L80E.

These are electronic overdrive transmissions, which makes them trickier to install in older vehicles, but not impossible. The alternative is to opt for the older 4L60 transmission, which is not as powerful, but doesn’t include electronic shift controls. That may be more up your alley if you prefer manual shift, too.

Overdrive Transmission Install

If you’ve got the equipment and the experience, then installing a new transmission is just a matter of getting all the right bits and pieces. For that, the Internet is an amazing source of aftermarket parts, reviews and more. But if you’re looking for someone to get the job done for you, you’ll need a more experienced crew.

Instead of a stock overdrive transmission installed straight into your ride, consider a stronger, performance-based custom tranny. Some select performance transmission experts have the skill and the reputation to work on some of GM’s finest old-school AODs, and turn an old stock transmission into a power house ready to put in work on the race track.

Why GM, Ford Joined Forces to Develop 10-Speed Transmissions

Why GM, Ford Joined Forces to Develop 10-Speed Transmissions - Gearstar Performance

The motoring world is full of competition, both on and off the track. If people aren’t competing to be the fastest in speed, they’re competing to bring out the best driving tech possible. That’s why it’s very surprising to some that GM and Ford are both working on 10-speed transmissions, which will make a huge difference to modern luxury cars.

When Competition Meets Collaboration

Although this news may be surprising to some, it’s not the first time that these two companies have worked together. In fact, they collaborated on creating six-speed transmissions just in the last decades. Legally, this is a sound plan. Car companies can collaborate on designing new tech, but when it comes to the manufacturing process, they have to break apart and do this separately. This has led to many companies using the same engines in the past. For example, Mitsubishi, Chrysler and Hyundai all used similar engines in the last decade, after they worked together on designing them.

Why 10-Speed Transmissions?

So, it’s not unusual for companies to work together on new tech. However, many readers will be wondering why they’re even bothering. After all, it sounds like they’re focusing on something that doesn’t really matter, in the grand scheme of things. What will this do for motorists?

A highly tuned transmission can make all the difference to your driving experience. A transmission with more speeds can improve both mileage and performance when done correctly. It doesn’t just rely on the speeds available though, the software controlling it needs to be done well too, in order to help you get the most from your car.

A car with several speeds can be created with some overdrive gears, that are designed to improve fuel performance. These gears will keep the engine running especially slowly, even if the car is driving at speed, such as down the highway.

The art of creating such engines for enhanced speed, without creating the annoying ‘jerking’ feeling that some engines get when you change gears. It’s still to be decided whether GM and Ford can do this together, though.

Alternatives to Multi-Speed Transmissions

Although large advances are being made in creating multi-speed gearboxes, some companies are taking a different approach. For example, companies like Subaru, Honda and Nissan are going a different direction, creating CVTs. These are created with a belt-drive configuration that use variable diameter pulleys. These constantly adjust the ratio to create the correct setting for the driver.

While these are great for some drivers, others don’t enjoy the feeling of gearless driving. Because of this, some developers have programmed in modes that mimic the feel of driving multi-speed cars, or let the driver pick from several different modes. While there are a lot of benefits to CVTs, many drivers still prefer the way multi-speed gearboxes feel to drive.

History of Multi-Speed Transmissions

Of course, this partnership isn’t the first time that a new style of multi-speed gearbox has been created. At time of writing, Chrysler Group are putting nine-speed gearboxes into the Dodge Dart, and the upcoming 2014 Jeep Cherokee. They’re also a pioneer in using eight-speed gear boxes in their line ups, such as in the Ram pickups.

Seven and eight-speeds are actually quite common right now with luxury car brands, so you may already be familiar with them. With 10-speed transmissions being worked on now, we can now expect to see some great leaps forward in how multi-speed gearboxes work.

The Financial Incentives of Co-Creation

GM and Ford say that by developing their new engine together, they can help save the consumer a lot of cash. This is especially true of those who drive smaller cars. With a 10-speed gearbox, the driver will have more control over fuel consumption, meaning they’re spending much less at the gas pumps.

Of course, it’s not just the driver who’s saving money. By choosing the develop this new technology together, GM and Ford are saving themselves potentially millions of dollars in development cash. Of course, whether they pass the savings on to the customer remain to be seen.

Either way, such collaborations offer many benefits to consumers. There’s no word on when the new 10-speed will be made available to the public yet, as it’s still in the planning stages. However, if more companies follow the lead seen here, we could see some new and exciting changes in motoring before long.

Taking 700R4 Performance to Higher Heights

Taking 700R4 Performance to Higher Heights - Gearstar Performance

They say a car is the sum of its parts – if you take but one piece out, then a well-made racing machine just flat out won’t work. Racing rigs are built for performance and sheer efficiency – there’s nothing superfluous about a car made to go well over a hundred miles per hour.

But some machinery deserves a little more credit for the demanding work a car goes through to attain such speeds, and maintain them. And while every layman focuses on the engine, it’s the transmission where the real magic happens.

A transmission is more than a few gears and an input and output shaft. It’s a complex system of components built with the specificity of an orchestral piece made for the climax of a classic opera performance – ideally, transmissions are made to perform in certain environments and under specific conditions. A race car and a van will have differently built transmissions, and transmissions come as automatic, continuously variable, automated manual, dual-clutch, and more.

That’s why it’s so important to have the right transmission for the job – and if you’re looking for a classic, no-fuss overdrive automatic transmission with four speeds, then a solid choice is to start with a stock 700R4 and go from there.

The reason that’s such great news is because if you’re driving a Chevy (from your uncle’s old pickup to a hot 90s Camaro), chances are you’ve already got a 700R4 sitting pretty in your rig, and working with what you have – one of the finest pieces of GM workmanship in terms of sheer reliability as an AOD – is going to save you the small fortune you might’ve had to spend on a brand-new transmission.

Trust us: you’re not cutting into your car’s potential with a 700R4. In the right hands, you’ve got yourself a serious racing transmission. But it’ll take some surgery to get it there.

Evolution of the GM 700R4 Transmission

Behind every great piece of machinery is a lengthy line of trials and errors, experimentations, innovations and breakthroughs. The 700R4 is no different, and its popularity is owed mostly to the fuel economics of the late 20th century, when gas-guzzling was becoming a heavy hit on many an enthusiast’s wallet.

Unlike many other transmissions at the time, the 700R4 is an automatic overdrive transmission, which means it’s far more fuel-efficient, giving you much more mileage out of a full tank – as much as 30% more. Those savings are only possible through the transmission’s overdrive, which allows a car to basically drop down its engine’s RPM and reduce horsepower needed on flat land while maintaining speed.

The 700R4 was introduced as a replacement to the TH350, built for car and truck platforms. It went through a name change in 1990 as the 4L60, but never actually transitioned from being the same transmission as it always was, until GM ushered in the 4L60E as an electronic replacement to the automatic manual transmission.

The 700R4 is compatible with most Chevrolet 90-degree small block and big block patterned engines, although a different version of the 700R4 exists for 60-degree patterned engines. These aren’t what you’re looking for, and they’re also typically much rarer. The only real difference visually is the front bell

Racing with a stock 700R4 while in overdrive risks the integrity of the O/D band and limits your performance in a drag race, and can ruin the transmission. But a custom built 700R4 is made of sterner stuff, and reduces the lag time introduced by sloppy and sluggish shifts.

700R4 Improvements for High Performance Racing

It may have come out in the 80s, packed into a 1982 Corvette, but the 700R4 is as solid an AOD transmission as you’re going to get even today, all without the need for computer finetuning like more modern transmissions. But it’s still got plenty of flaws, and out of the box (straight from stock), your 700R4 isn’t going to hold a candle to a well-furnished custom.

It takes a little bit of magic and ton of experience (and aftermarket parts), but you can turn a 700R4 into a 650 hp, 600 ft-lbs power house, complete with an upgraded transmission cooler to avoid overheating, a brand-new torque controller, and several hardened and heavy-duty replacement parts, including the casing itself, the O/D ring, stator shaft, new bearings and more.

To turn it this sluggish but reliable piece of GM machinery into a respectable racing transmission, the first step is to address its flaws. And it has quite a few common ones.

Addressing 700R4 Flaws

No transmission is perfect, even if it can be damn reliable, and the 700R4 is no exception – such as the infamous problematic TV cable that frequently needs to be readjusted, or replaced. Most racing and performance transmission suppliers will put the 700R4 under the knife extensively, upgrading this classic piece of GM machinery to match today’s expectations on the track. Here are a few ways for upping the performance on a 700R4 transmission.

Transmission Case

One of the perks of the 700R4 is its light but durable aluminum body. But if you’re pushing past 600 horsepower, you want a little more durability. A reinforced transmission case isn’t always necessary, depending on the kind of installation you’re looking for. In fact, it may be unnecessary unless you’re packing the extra power.

Valve Body

The valve body is an automatic transmission’s brain, and the separation plate is a plate of holes designed to direct the flow of hydraulic fluid, which is meant to facilitate shifting. As good as the 700R4 is, you want an updated valve body separation plate for firmer shifts.

Transmission Cooler

The 700R4 is prone to getting a little hot, so an updated cooler is a must. Overheating is an easy way to destroy your automatic transmission, and if you’re driving your car hard on the track (or driving a pickup off the track, for that matter), getting an aftermarket transmission cooler in there is necessary.

That’s just a few examples. Ultimately, the 700R4 is open to many upgrades depending on exactly what you want it to do. You can replace the oil pan, add a custom torque converter, or replace the stock input and output shafts with sturdier ones (especially if you’re pushing the transmission’s limits).

Custom High Performance 700R4 Transmission Rebuild

The 700R4 is a stock transmission found in most Chevrolet vehicles from back in the day, before the introduction of the 4L60E and its descendants in 1993 and onwards. But if you want to turn your Chevy into something worthy of burning rubber on the dragstrip, you’ll want a custom job.

Making the most of a 700R4 is a matter of not just knowing the transmission inside out, but also knowing what kind of engine it’s going to work with. As mentioned previously, a car is the sum of a whole, that whole must be coherent and harmonic. If you want the best results, then roll up to a shop you trust and talk to their most qualified technician.