TF727 Part identification
10-11-2003, 03:46 PM
#31
Guest
Posts: n/a
Re: TF727 Part identification
Hi Bob,
You don't have any Hot Rodder type information on the TH700R4 do
you? We're having trouble with it slipping, and figure it has something
to with electrical wiring to the lockup. It's out of a Chevy Taxi,
adapted to a 426" hemi.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
bob zee wrote:
>
> that is (simply enough) called 'kick-down lever'.
> 8~)>
>
> WARNING! don't drive without it! TF727's need that lever to control line
> pressure. it will eat itself rapidly if you drive it without this lever
> installed.
> you could, though, pull the pan off the tranny, turn the screw to crank up
> the line pressure and then drop the valve body, throw all of the springs
> that come out and put it back together. less need for the kickdown lever
> after this mod.
>
> --
> bob z.
>
> "people with less brain power than you are doing more difficult things
> everyday"©
You don't have any Hot Rodder type information on the TH700R4 do
you? We're having trouble with it slipping, and figure it has something
to with electrical wiring to the lockup. It's out of a Chevy Taxi,
adapted to a 426" hemi.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
bob zee wrote:
>
> that is (simply enough) called 'kick-down lever'.
> 8~)>
>
> WARNING! don't drive without it! TF727's need that lever to control line
> pressure. it will eat itself rapidly if you drive it without this lever
> installed.
> you could, though, pull the pan off the tranny, turn the screw to crank up
> the line pressure and then drop the valve body, throw all of the springs
> that come out and put it back together. less need for the kickdown lever
> after this mod.
>
> --
> bob z.
>
> "people with less brain power than you are doing more difficult things
> everyday"©
10-11-2003, 04:33 PM
#32
Guest
Posts: n/a
Re: TF727 Part identification
Bill,
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
10-11-2003, 04:33 PM
#33
Guest
Posts: n/a
Re: TF727 Part identification
Bill,
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
10-11-2003, 04:33 PM
#34
Guest
Posts: n/a
Re: TF727 Part identification
Bill,
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
The first thing I would check with that transmission is that the TV
(throttle valve) cable is properly adjusted. The lockup wiring simply locks
the converter. It doesn't really do anything else. This is one transmission
that is even more critical to have the throttle linkage/cable hooked up than
the TF is. The stock 700R will more than like not handle the power of a 426
without some serious modifications, especially if it is a pre 87 model. One
other thing about the 700R, if you don't have a decent trans cooler, it
won't last long.
You can improve the clutch apply pressures in this transmission with a
bigger throttle valve. GM had a police package upgrade for this transmission
that included a valve to eliminate the automatic downshift at half throttle,
as well as a bigger throttle valve assembly. You can also upgrade to an
aftermarket version from www.darrellyoung.com. The other main upgrade on
this trans is to replace the standard servo with the Corvette model servo.
This has advantages and disadvantages. The apply pressure to the 2-4 band is
improved, but at the cost of a slower apply rate. To remedy this the apply
ports in the valve body plate are increased in size.
If the trans is slipping and the TV cable is adjusted properly, I'm afraid
that your clutches are probably already damaged. This was the first
transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
and did all the necessary upgrades. The trans is definitely more involved
than a TF but it's not bad if you take your time. There are just a lot more
parts in these things than there are in a typical 3 speed auto.
When is the transmission slipping? Does it do it in certain gears or all of
them? We can probably narrow down the problem with more info. Also. I still
have a list of all the mods I did to my 700R, but I'll have to dig them out
for you if you want them. Just let me know.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F885E0E.8535193F@***.net...
> Hi Bob,
> You don't have any Hot Rodder type information on the TH700R4 do
> you? We're having trouble with it slipping, and figure it has something
> to with electrical wiring to the lockup. It's out of a Chevy Taxi,
> adapted to a 426" hemi.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> bob zee wrote:
> >
> > that is (simply enough) called 'kick-down lever'.
> > 8~)>
> >
> > WARNING! don't drive without it! TF727's need that lever to control
line
> > pressure. it will eat itself rapidly if you drive it without this lever
> > installed.
> > you could, though, pull the pan off the tranny, turn the screw to crank
up
> > the line pressure and then drop the valve body, throw all of the springs
> > that come out and put it back together. less need for the kickdown
lever
> > after this mod.
> >
> > --
> > bob z.
> >
> > "people with less brain power than you are doing more difficult things
> > everyday"©
10-11-2003, 05:01 PM
#35
Guest
Posts: n/a
Re: TF727 Part identification
Hi Chris,
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
10-11-2003, 05:01 PM
#36
Guest
Posts: n/a
Re: TF727 Part identification
Hi Chris,
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
10-11-2003, 05:01 PM
#37
Guest
Posts: n/a
Re: TF727 Part identification
Hi Chris,
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
Bummer, because the kick down feels like it's adjusted correctly.
I'll give him your suggestions. He thought it was stronger than you
believe. He got his conversion written up in Hot Rod Magazine. Overdrive
is nice with 4.56s.
Thanks, Bill
c wrote:
>
> Bill,
>
> The first thing I would check with that transmission is that the TV
> (throttle valve) cable is properly adjusted. The lockup wiring simply locks
> the converter. It doesn't really do anything else. This is one transmission
> that is even more critical to have the throttle linkage/cable hooked up than
> the TF is. The stock 700R will more than like not handle the power of a 426
> without some serious modifications, especially if it is a pre 87 model. One
> other thing about the 700R, if you don't have a decent trans cooler, it
> won't last long.
>
> You can improve the clutch apply pressures in this transmission with a
> bigger throttle valve. GM had a police package upgrade for this transmission
> that included a valve to eliminate the automatic downshift at half throttle,
> as well as a bigger throttle valve assembly. You can also upgrade to an
> aftermarket version from www.darrellyoung.com. The other main upgrade on
> this trans is to replace the standard servo with the Corvette model servo.
> This has advantages and disadvantages. The apply pressure to the 2-4 band is
> improved, but at the cost of a slower apply rate. To remedy this the apply
> ports in the valve body plate are increased in size.
>
> If the trans is slipping and the TV cable is adjusted properly, I'm afraid
> that your clutches are probably already damaged. This was the first
> transmission I rebuilt for my 350 S10 swap. I used a 1985 model transmission
> and did all the necessary upgrades. The trans is definitely more involved
> than a TF but it's not bad if you take your time. There are just a lot more
> parts in these things than there are in a typical 3 speed auto.
>
> When is the transmission slipping? Does it do it in certain gears or all of
> them? We can probably narrow down the problem with more info. Also. I still
> have a list of all the mods I did to my 700R, but I'll have to dig them out
> for you if you want them. Just let me know.
>
> Chris
10-11-2003, 05:39 PM
#38
Guest
Posts: n/a
Re: TF727 Part identification
How did you adjust the TV cable? It is a quite sensitive adjustment, and as
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
10-11-2003, 05:39 PM
#39
Guest
Posts: n/a
Re: TF727 Part identification
How did you adjust the TV cable? It is a quite sensitive adjustment, and as
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
10-11-2003, 05:39 PM
#40
Guest
Posts: n/a
Re: TF727 Part identification
How did you adjust the TV cable? It is a quite sensitive adjustment, and as
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
little as 1/8" makes quite a difference. Mine took quite a while to get
right. A good starting point is to open the throttle all the way and then
adjust all the slack out of the cable. This is usually too much tension on
the cable, but it is a safe starting point.
Also, don't get me wrong. The 700R can take a lot of punishment, but it was
never designed in stock form for something with the power of a 426 Hemi. The
most powerful engine put in front of a stock 700R was the 454 found in the
84 and newer trucks. I believe the SS454 would have been the most powerful
one, but I have no idea of the HP or torque that engine puts out. It's not
even in the same class as a stock street Hemi, let alone a Hemi that has
been modified.
If the trans is slipping in all gears, then the pump is probably not doing
it's job, or the TV cable still isn't right. The older 700R pumps were prone
to cracking the ring that retains the pump vanes. If this happens, then your
pump will lose most of its pressure, which in turn will cause less apply
pressure to the clutches and band.
If it is slipping in 2nd and 4th, then the band is gone or the apply servo
isn't applying enough pressure to hold it. This could be because of a bad
servo seal, or just the fact that you are overpowering it. There are
aftermarket servos available, in addition to the Vette one. The nice thing
here is that they can be changed from the outside of the case, as long as
you can access the servo cover. But like I said, the bigger the piston here,
the slower it will shift into both 2nd and 4th gears.
If it is slipping in 3rd and 4th only, then it is more than likely the 3-4
clutch pack, or the apply piston seal. The 3-4 clutch failure is quite
common due to the lack of cooling of these clutches. This is because of the
transmission design. The clutches are buried inside everything else and are
the last thing to get lube, even though they are the ones doing the high
load work. The mods for the 3-4 clutch involve drilling extra oiling holes
in the clutch drum, as well as upgrading to 2 extra clutch plates and steels
in the clutch pack.
BTW, whatever that Hemi is in with 4.56 gears and a 3.06 first gear has got
to have one hell of a holeshot. I hope your friend gets this sorted out.
Also one other note. Painless makes a wiring kit for the converter lockup on
non computer vehicles with this transmission. It is basically a new solenoid
that goes in the valve body, along with a brake switch and a vacuum switch.
The kit allows the converter to lockup in 4th gear only, and it
automatically unlocks when the vacuum drops below 12" (I believe) and the
brake pedal is not depressed. This is the kit I used in my S10 and it works
great.
Chris
"L.W. (ßill) ------ III" <----------@***.net> wrote in message
news:3F886F9A.DDEC06A7@***.net...
> Hi Chris,
> Bummer, because the kick down feels like it's adjusted correctly.
> I'll give him your suggestions. He thought it was stronger than you
> believe. He got his conversion written up in Hot Rod Magazine. Overdrive
> is nice with 4.56s.
> Thanks, Bill
>
> c wrote:
> >
> > Bill,
> >
> > The first thing I would check with that transmission is that the TV
> > (throttle valve) cable is properly adjusted. The lockup wiring simply
locks
> > the converter. It doesn't really do anything else. This is one
transmission
> > that is even more critical to have the throttle linkage/cable hooked up
than
> > the TF is. The stock 700R will more than like not handle the power of a
426
> > without some serious modifications, especially if it is a pre 87 model.
One
> > other thing about the 700R, if you don't have a decent trans cooler, it
> > won't last long.
> >
> > You can improve the clutch apply pressures in this transmission with a
> > bigger throttle valve. GM had a police package upgrade for this
transmission
> > that included a valve to eliminate the automatic downshift at half
throttle,
> > as well as a bigger throttle valve assembly. You can also upgrade to an
> > aftermarket version from www.darrellyoung.com. The other main upgrade on
> > this trans is to replace the standard servo with the Corvette model
servo.
> > This has advantages and disadvantages. The apply pressure to the 2-4
band is
> > improved, but at the cost of a slower apply rate. To remedy this the
apply
> > ports in the valve body plate are increased in size.
> >
> > If the trans is slipping and the TV cable is adjusted properly, I'm
afraid
> > that your clutches are probably already damaged. This was the first
> > transmission I rebuilt for my 350 S10 swap. I used a 1985 model
transmission
> > and did all the necessary upgrades. The trans is definitely more
involved
> > than a TF but it's not bad if you take your time. There are just a lot
more
> > parts in these things than there are in a typical 3 speed auto.
> >
> > When is the transmission slipping? Does it do it in certain gears or all
of
> > them? We can probably narrow down the problem with more info. Also. I
still
> > have a list of all the mods I did to my 700R, but I'll have to dig them
out
> > for you if you want them. Just let me know.
> >
> > Chris
