so i am going to be upgrading the power train in the 64, i am going with a 350 .30 over and about 375hp. the 283 is getting a little weak and well we are like more power. so i was think of putting a 700r4 behind it, dose anyone know if it will fit under the car without having to much of a issue. i know they are a bigger trans and i do not want to have to cut the floor pan in the car. so any info on this would be great.
A member in our local club replaced the powerglide in his 67 Grande Parisienne with a 700R4 a couple years ago. As the 700R4 was longer, so he needed a new crossmember and driveshaft. Other than that I think it was fairly straightforward. His shift indicator is now a bit off, but that's no big deal. Get a mechanic who knows what he's doing, as there was a vacuum switch that needed to be mounted to the firewarll, etc.
This is consistent with everything I've read and heard: longer tailshaft requires shorter driveshaft and relocation of the trans mount. I have a couple of 700R4s - it doesn't appear that the body of the trans is much bigger under the hump than the PG or T350. The bolt pattern to the engine is the same.
I put a 200-4R in my 64 custom sport, we had to shorten the drive shaft, fabricate a new mount, and find a spline shaft that would adapt to the drive shaft. As for the shifter, you can order a kit from ShiftWorks that bolts in. For the torque converter lockup I just wired a simple switch to the dash and when I'm cruising on the highway I just switch on. I had to bend up some new cooler lines into the rad, but I would recommend a separate cooler which I plan to add when I move back to the sunny south. At the same time we replaced the hangar bearing. I also had no problems with floor clearance.
-- Edited by tjcruzr on Thursday 1st of September 2011 12:12:56 AM
check out bowtie overdrives for the shift cable and carb pieces. Getting the cables mounted right is absolutely critical so you can adjust the TV cable with accuracy so I would recommend one of their kits. Shift works have a decent kit too I am told.
700r4 comes in different tailshaft lengths, mine is from an 86 Pontiac wagon and I didn't change the drive shaft. I'll take a picture of the mount and post it in the next day or two. And it fits the tunnel with lots of clearance in my 64.
-- Edited by pontiax on Thursday 1st of September 2011 11:07:23 PM
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pontiax- (canadian pontiac X frame)1964 Parisienne 2dr. Hardtop ,lagoon aqua metallic (Q) ,421 cid Dart Industries block and heads. 550 hp. 575 ft lb of torque.
Instead of putting that weak 700R piece of crap in a classic 58-64 Chev or Pontiac, why not just put in a 3.08 gear from say a 63 Imp V8 auto-most had 3.08 gears. I would much rather run a more reliable TH350 or Glide that costs $300 to rebuild than a 700R that costs 4 or 5 times that. Not to mention the goofy crossmember kit or modification that you will have to do to compensate for the tranny mount being further back. Buy a new car if you want that garbage.
i would also rebuilt/upgrade the powerglide , they are very strong, and i am sure with upgrades inside of it , it could take the 375 hp, afterall you could get a powerglide in our 64's with the 409 - 340 hp engine so i would think it could take 35 more HP
but someone on here with more experience would be able to confirm
the 700R4 or 200 will give you a 2.64 ratio in OD running a 3.73 gear plus the lockup converter. Pretty hard to get all that with your 3.08 but the 3 speed is cheap, easy and reliable for sure.
From what i have been told by a friend who built my 700r4,
He is a retired tranny rebuilder with 30 years experiance.
Not all 700's are the same. 1983/84 are crap. 86 had a larger input shaft,and none computer controlled up to 89 are best.
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pontiax- (canadian pontiac X frame)1964 Parisienne 2dr. Hardtop ,lagoon aqua metallic (Q) ,421 cid Dart Industries block and heads. 550 hp. 575 ft lb of torque.
From what i have been told by a friend who built my 700r4, He is a retired tranny rebuilder with 30 years experiance. Not all 700's are the same. 1983/84 are crap. 86 had a larger input shaft,and none computer controlled up to 89 are best.
Actually, up to '92. '93 and beyond was electric. I have one in my 2+2 Coupe which does fine as well.....
AND, people no bashing, I will be contemplating on installing one in my original newly acquired '70 Safari Estate 454ci as well. To make it a more friendly driver.
-- Edited by 67Poncho on Friday 2nd of September 2011 11:46:56 PM
I have been running my glide in my 65 SD rag for 10 yrs plus and I can't see changing it. So reliable and cheap. Just my 2 bits.
I am with you on that Paul. Some of the big gas guzzlers would benefit more but for most guys you maybe would save a hundred or maybe a couple hundred a year for fuel. I think the old pgs are quite proven and if I keep on putting on 3 to 4 thousand miles a year it isn't worth it. I rebuilt the tranny when I did the car and I have more confidence in it than the trannys in any of my newer vehicles.
The 200-4R that I have came out of an 86 Grand Prix, and had a dual bolt pattern flange that would fit either the Chevy or Pontiac engines. I've had no problems with it at all, though a bit firmer shifts would be good, it's pretty mushy.
200-4r's came in 2 flavours. The performance, and the land yacht. The tag tells the tale, and the difference is in the valve body. I bought one that was pulled from a GN, but it's first home had been a '88 olds. Fortunately, I wasn't looking for a performance tranny so I was happy with what I got.
