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Old 11-10-2011, 05:11 PM   #1 (permalink)
Mercfan
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Questions on 700R trans

Contemplating a diesel transplan (6.2L) into my '95 Toyota Land Cruiser. Found a beefed up 700R trans with a custom adapter mated to a Toyota Land Cruiser transfer case - that would mean a lot of hard work already done for me.

He had a V8 gas engine on the front of this trans: a 400 Small Block tuned port injected with over-sized injectors and high flow Edelbrock fuel pump from a Camaro. Here is a YouTube link: http://youtu.be/ucli8ZtzxHw

He wasn't sure if the 6.2L would fit that trans, so here are some questions:

1) Was there only one bolt pattern for the 700R trans, or is there a chance the bolt pattern he has on his trans may be slightly different (or a lot different) than those bolts in the 6.2L engine that I'm eventually going to purchase?

2) How well would a built up trans for a Camaro do behind a 6.2L diesel engine?! Is there anything specific that I should ask the Trans shop that did the build for him to get an idea on the robust-ness of it?

3) Would I need to get a low stall Torque Converter for a diesel!? Where would I get it and how much would it be (for planning purposes)?


Thx,
James

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Old 11-10-2011, 05:29 PM   #2 (permalink)
BigMike8504
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1) Yes the transmission will bolt up to the engine no problem.

2) If it held up behind a built 400 sbc you wont be able to kill it with a 6.2, no chance.

3) You will need a diesel torque converter for your application, the one that you will get with it will probably be a stall converter anyway so it will be of no use to you. You will also need a diesel governer for it. AND you will probably want a lock-up converter if you plan on driving it on the street, will need the solenoid and a universal lockup kit from summit or jegs. You will also need a the diesel specific Throttle Valve Cable for your diesel.

All that sounds expensive, but the highest part will be the converter, and it will be around 150 or so. Hope this helps, Mike

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Old 11-10-2011, 05:49 PM   #3 (permalink)
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Quote:
Originally Posted by BigMike8504 View Post
3) You will need a diesel torque converter for your application, the one that you will get with it will probably be a stall converter anyway so it will be of no use to you. You will also need a diesel governer for it. AND you will probably want a lock-up converter if you plan on driving it on the street, will need the solenoid and a universal lockup kit from summit or jegs. You will also need a the diesel specific Throttle Valve Cable for your diesel.
Man... and I thought this was going to be a slam dunk... but it shows that I'm really lacking a lot of knowledge here. I thought the 700R trans already had a lockup converter with the solenoid, etc.... it doesn't?!

I didn't realize that a diesel specific TV cable would be necessary. Why is it different for gas/diesel?!

Silly questions, I know - sorry.

P.S.
I've asked what he's wanting for the trans/adapter/xfer case combo - I'm waiting to hear back from him. How much should I expect to spend for an already rebuilt 700R trans for a diesel with a decent warranty?

Last edited by Mercfan; 11-10-2011 at 05:52 PM.
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Old 11-10-2011, 05:53 PM   #4 (permalink)
BigMike8504
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Some do and some dont, they usually omit the lockup stuff on a high performance transmissions. They can also setup a trans to lockup hydrualically if you choose to to forgo the wires. And the diesel specific TV I have no idea what the difference is, Im sure somebody will chime in on that.
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Old 11-10-2011, 06:13 PM   #5 (permalink)
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Quote:
Originally Posted by BigMike8504 View Post
Some do and some dont, they usually omit the lockup stuff on a high performance transmissions. They can also setup a trans to lockup hydrualically if you choose to to forgo the wires. And the diesel specific TV I have no idea what the difference is, Im sure somebody will chime in on that.
Sounds like messing with that that trans may not be worth the hassle... was looking for 'plug-and-play'... it don't seem like it.

UPDATE: local guy just quoted me $570 for a rebuilt trans for a diesel truck - he can setup a hydraulic lockup and a custom TC with lowest stall they provide. He has 6 mths warranty on it.

Last edited by Mercfan; 11-10-2011 at 06:37 PM.
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Old 11-10-2011, 06:41 PM   #6 (permalink)
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Quote:
Originally Posted by BigMike8504 View Post
And the diesel specific TV I have no idea what the difference is, Im sure somebody will chime in on that.
i know this one!! they are different size cables. i just put a 700r4 from a 92 gas burb behind my 6.2. the gas tv cable is longer by several inches. the 350 tv bracket and the 6.2 brackets are also pretty different, and the adjustment is crucial.

i got a decent torque converter and diesel governor from a local transmission supply store and it totaled ~$137.

and to the OP, there are different versions of the 700r4, but dont get discouraged. a little research and you will know exactly what you are working with and what to do. my 92 700r4 got lockup info sent from the ecm, so in order to work on my 87, the easiest thing is to simply install a manual switch. there are a lot of different kits and setups out there, some are better than others but they can get expensive. and since i am all about cheap, a few dollars is all i will need for the toggle switch and misc parts. when it comes time for a rebuild, i will then look into having a better lockup system installed, one that locks/unlocks with the brakes and all that fancy stuff!
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Old 11-10-2011, 09:39 PM   #7 (permalink)
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I doubt lockup was deleted, as this didn't sound like a balls out race car to me. The governor doesn't need to be changed, as it only affects full throttle shifts, but even so they can be adjusted with modifications. Be more concerned with the TC and stall speed.

This is just my guess and is in no way from actual experience with these transmissions.
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Old 11-11-2011, 08:05 PM   #8 (permalink)
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Quote:
Originally Posted by Mercfan View Post
Contemplating a diesel transplan (6.2L) into my '95 Toyota Land Cruiser. Found a beefed up 700R trans with a custom adapter mated to a Toyota Land Cruiser transfer case - that would mean a lot of hard work already done for me.
I'd check the date-code on the trans and would not touch anything built before 1988. Newer is even better. The 700R4 (later called the 4L60) went through many changes and upgrades. Some you can retro into older tranmissions and some you cannot. There are too many changes to list over the years, but by 1992 the trans was pretty much perfected. Lockup is different. Seals are different. Pistons are different. Etc.

I just rebuilt a 1991 4L60 for my 86 K5 Blazer with turbo 6.2. I blew up the original 1986 700R4 that was in it and came to the conclusion it wasn't cost effective to try to build it up. The early 700R4s have different splines then the later ones and later torque converters won't fit them. Mid 80s lockup was allowed in 3rd and 4th via pressure switches, whereas newer units only have a pressure switch for 4th lockup. The 1991 4L60 trans I pulled out of a diesel 4WD Suburban used a computer and electronic RPM sensor to provide lockup in 3rd, which I did not retrofit into the 86 Blazer.

The possibilities are almost endless for upgrades. Many HD builders use the 5 gear planetarys from the heavier 4L65. I did. I used a 6 lug low-stall lockukp converter and had a carbon-fiber clutch put into it.

A diesel converter isn't just about low stall speed. In fact, it has the same stall speed as often used against 305 gas engines. But there are other differences, and they also come in 3 lug and 6 lug.

6.2 power and torque is not the issue since it has the same power as a 305 gasser. The 700R4 (4L60) design is (or was) the issue. It got upgraded almost every year since 1982 and wasn't worth much until 1987-1988. Got even better towards the end of production.

At the least, I'd ask for the date of that trans and a list of exactly what was done to upgrade it.
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Old 11-11-2011, 09:47 PM   #9 (permalink)
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Quote:
Originally Posted by jdemaris View Post
I'd check the date-code on the trans and would not touch anything built before 1988. Newer is even better. The 700R4 (later called the 4L60) went through many changes and upgrades. Some you can retro into older tranmissions and some you cannot. There are too many changes to list over the years, but by 1992 the trans was pretty much perfected. Lockup is different. Seals are different. Pistons are different. Etc.

I just rebuilt a 1991 4L60 for my 86 K5 Blazer with turbo 6.2. I blew up the original 1986 700R4 that was in it and came to the conclusion it wasn't cost effective to try to build it up. The early 700R4s have different splines then the later ones and later torque converters won't fit them. Mid 80s lockup was allowed in 3rd and 4th via pressure switches, whereas newer units only have a pressure switch for 4th lockup. The 1991 4L60 trans I pulled out of a diesel 4WD Suburban used a computer and electronic RPM sensor to provide lockup in 3rd, which I did not retrofit into the 86 Blazer.

The possibilities are almost endless for upgrades. Many HD builders use the 5 gear planetarys from the heavier 4L65. I did. I used a 6 lug low-stall lockukp converter and had a carbon-fiber clutch put into it.

A diesel converter isn't just about low stall speed. In fact, it has the same stall speed as often used against 305 gas engines. But there are other differences, and they also come in 3 lug and 6 lug.

6.2 power and torque is not the issue since it has the same power as a 305 gasser. The 700R4 (4L60) design is (or was) the issue. It got upgraded almost every year since 1982 and wasn't worth much until 1987-1988. Got even better towards the end of production.

At the least, I'd ask for the date of that trans and a list of exactly what was done to upgrade it.
Good stuff - thank you very much jdemaris
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Old 11-12-2011, 03:30 AM   #10 (permalink)
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as for the diesel governer. next spring i shall see if you do need a diesel spefic governer for sure. i have a gas governer in my 700r4, but the shift kit i got and new springs for the governer that should off set the difference in weight from the different weights of the different governers. to those who would like to check theres i have the info for what governers are what. https://www.dieselplace.com/forum/sho...d.php?t=432986

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