Which one of these automatic transmissions would you chose if you had to take a GM automatic transmission (T700R4, Turbo 350, Turbo 200 or Turbo 400)? This would be behind a Chevy V8 in a Jaguar.
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Oct. 20, 2010 11:08 p.m. 96DXCivic SuperDork
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Oct. 20, 2010 11:09 p.m. Junkyard_Dog Dork
Size matters. Both in physical space and power required to turn it. iirc the V-12s had a TH400 from the factory.
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Oct. 20, 2010 11:18 p.m. Shaun Reader
96DXCivic, What do you do besides dream up topics for this chat room? I thank you, GRMS thanks you for all the topics and clicks (I reckon), the interweb thanks you, I am just curious is all.... You are relentless, I admire your spunk. Is your job kinda boring?
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Oct. 20, 2010 11:18 p.m. jstand New Reader
What is the intended use for the Jaguar?
How much HP do you expect to be producing?
If highway cruising is going to be a significang portion then the 4 speed will be beneficial.
Depending on budget, the 4L60E/4L80E may be suitable, but the standalone controllers can add cost.
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Oct. 20, 2010 11:19 p.m. 96DXCivic SuperDork
What job? I am a student and GRM message board is more interesting then homework.
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Oct. 20, 2010 11:21 p.m. 96DXCivic SuperDork
If I get around to doing it, I want to use it as a daily driver kinda. Horsepower probably a few over 300 like basically stock LS series or LT1 engine.
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Oct. 21, 2010 12:25 a.m. Knurled HalfDork
The 700R4/4L60 is basically a TH350 with overdrive. Same dimensions and everything, too.
The 200-4R is a TH200 with overdrive. There was only one good 200-4R and it's not common.
Of course, the 700R4 was never available with a BOP pattern. Every non-Chevy engine with overdrive used the 200-4R. People use adapter plates to mate 700R4s to BOPs, which tells you how useful the 200-4R is to the aftermarket (unless you have a Grand National).
The TH400 is the bad mammajamma. The 4L80 is a TH400 with overdrive.
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Oct. 21, 2010 1:06 a.m. 96DXCivic SuperDork
BOP?
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Oct. 21, 2010 1:59 a.m. Knurled HalfDork
Buick-Olds-Pontiac. (Also Cadillac)
I always thought it funny, that Chevy was the one GM make with a different bellhousing pattern, yet it's all the others that are the "oddball" pattern.
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Oct. 21, 2010 4:59 a.m. tuna55 Dork
My Dad rebuilds them for a living. He cringes when the grand national guys have him build 200s for 9s, but they go and go and go and never need rebuilds. I'd like one, personally, over the others. The only reason not to choose the OD is if you're being super cheap, super stock, super fast or want less rotating mass.
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Oct. 21, 2010 5:31 a.m. Luke SuperDork
Why not a manual?
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Oct. 21, 2010 6:16 a.m. oldopelguy Dork
Even the short shaft 700r4 is bigger, and especially longer than the TH350. The 200R4 is the same length as a TH400, though lighter duty, and has mounting points in the same spot. With it's overall smaller dimensions it would be my go-to for the swap.
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Oct. 21, 2010 6:20 a.m. 1988RedT2 HalfDork
A Turbo 400 resides in my Dooley. I don't think you can kill them unless you drain the fluid out first. They are pretty heavy, though. TH350's hold up fine too.
GM developed the 700R4 because the 350 and 400 never broke and their dealers needed some repair orders. I had a friend with a Monte Carlo with the 305, and it munched the transmission inside of 50k miles.
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Oct. 21, 2010 7:08 a.m. Rob_Mopar Reader
The 350/350 combo is the ubiquitous swap combo. Even I've done it. A TH350 is pretty tough, and pretty simple. If you are planning on highway gears in the back and 350-ish horse it's stone ax reliable and will cruise all day long. If you are planning to run anything numerically higher than say 3.42's you'll want overdrive. Hey, it's a Jag after all.
Unless you are planning for something really stout in front of this transmission a TH400 is overkill. I have been in a TH400 equipped LeMans that accidentally got shifted into reverse at highway speeds. The car tried changing directions. Trans never complained. The rest of the car did...
The TH200 Metric trans is an abomination. I doubt there are many left on the road. The 200R4 was much better and has OD.
I don't like the gear spread on the 700R4. First is very steep and a big drop to 2nd. It's a truck trans that got put in cars. If I were going to play with a GM cruiser I'd build up a 200R4 with aftermarket parts.
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Oct. 21, 2010 8:14 a.m. tuna55 Dork
Rob_Mopar wrote:
The 350/350 combo is the ubiquitous swap combo. Even I've done it. A TH350 is pretty tough, and pretty simple. If you are planning on highway gears in the back and 350-ish horse it's stone ax reliable and will cruise all day long. If you are planning to run anything numerically higher than say 3.42's you'll want overdrive. Hey, it's a Jag after all.
Unless you are planning for something really stout in front of this transmission a TH400 is overkill. I have been in a TH400 equipped LeMans that accidentally got shifted into reverse at highway speeds. The car tried changing directions. Trans never complained. The rest of the car did...
The TH200 Metric trans is an abomination. I doubt there are many left on the road. The 200R4 was much better and has OD.
I don't like the gear spread on the 700R4. First is very steep and a big drop to 2nd. It's a truck trans that got put in cars. If I were going to play with a GM cruiser I'd build up a 200R4 with aftermarket parts.
He's right, and of course I meant 200-R4
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Oct. 21, 2010 8:26 a.m. 96DXCivic SuperDork
Luke wrote:
Why not a manual?
The pedals. The XJS was available with a manual in the later years in the US. These were ABS cars ('94 and up) and so the pedals don't work with the early cars. So basically the option is find some from the UK (since they had a manual option availabe on early cars) which is $$$$. So if anyone can help me figure out what I can do instead, I am still open to the option of a manual.
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Oct. 21, 2010 8:33 a.m. 96DXCivic SuperDork
Actually scratch all that. I may end up modifying 3 pedals out of a junkyard car to fit and run a manual. I just wanted to keep my options open.
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Oct. 21, 2010 9:19 a.m. NGTD HalfDork
If you find a TH400 with a BOP bolt pattern they are worth their weight in gold. I had one when I was younger but I didn't realize what I had (it sat behind a 403 Olds) and I junked the car.
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Oct. 21, 2010 9:52 a.m. dean1484 Dork
Knurled wrote: mammajamma.
Word of the week!!!
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Oct. 21, 2010 10:09 a.m. MrJoshua SuperDork
If you do an LS based motor get a modern trans (4L65e or 4L80e). They are cheap on craigslist, bolt right to your motor, are young enough to not need a rebuild, have overdrive, and are controlled by the computer that controls your motor. Scour craigslist for a few months and you can probably find a 4.8 or 5.3 truck motor pullout with engine, trans, and computer for sub $1000. You will probably need to swap to a non truck oil pan, intake, and accesory drive to make the motor fit the car, but that doesn't add all that much to the cost.
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Oct. 21, 2010 12:14 p.m. Mikey52_1 HalfDork
I'm surprised noone's mentioned the 'universal' case tranny...it has both Chevy and BOP patterns, and requires only that one pick the right one to thread bolts through. I'm told there is a T400 uni-case, but I've only seen a T350. THAT one I have one of, in my stash. Match the converter to the flexplate and you're in bidness.
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Oct. 21, 2010 12:21 p.m. Vigo HalfDork
The only reason not to choose the OD is if you're being super cheap, super stock, super fast or want less rotating mass.
Truth!
Imo, 700r4 by a landslide because its common, cheap, easy to rebuild, has an overdrive gear, and is extremely well known. Almost anyone can build you a good 700. including me.
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Oct. 21, 2010 1:55 p.m. Travis_K Dork
I would pick a 2004R if you are going to do a better than stock rebuild, or a TH350 otherwise. The 700R4 and 4L60 seem to be hard to get to last a long time, all the vehicles that they came in are known for premature transmisson failure.
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Oct. 21, 2010 3:39 p.m. novaderrik Reader
1988RedT2 wrote:
A Turbo 400 resides in my Dooley. I don't think you can kill them unless you drain the fluid out first. They are pretty heavy, though. TH350's hold up fine too.
GM developed the 700R4 because the 350 and 400 never broke and their dealers needed some repair orders. I had a friend with a Monte Carlo with the 305, and it munched the transmission inside of 50k miles.
no Monte Carlo ever had a 700R4 from the factory. the only overdrive in the G body was the 200-4R and that wasn't until '84, with the TH200 being in most non overdrive cars, but a few of the early (78-81 or so) V8 G bodies had a TH350C trans.
someone also mentioned a TH400 behind a 403- it was probably not a TH400, but rather the long shaft TH375 that was pretty much weaker TH350 guts in a TH400 case. why GM did this is a mystery to everyone..
the way to tell a 375 from a 400 is the output shaft. the 375 uses the same smaller yoke as every other GM auto trans that isn't a TH400.
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Oct. 21, 2010 3:53 p.m. 1988RedT2 HalfDork
novaderrik wrote:
1988RedT2 wrote:
A Turbo 400 resides in my Dooley. I don't think you can kill them unless you drain the fluid out first. They are pretty heavy, though. TH350's hold up fine too.
GM developed the 700R4 because the 350 and 400 never broke and their dealers needed some repair orders. I had a friend with a Monte Carlo with the 305, and it munched the transmission inside of 50k miles.
no Monte Carlo ever had a 700R4 from the factory. the only overdrive in the G body was the 200-4R and that wasn't until '84, with the TH200 being in most non overdrive cars, but a few of the early (78-81 or so) V8 G bodies had a TH350C trans.
I stand corrected. It was a fourth gen car, 86, 87, or 88.
