70CCV

Hello Folks, I needed some feedback on a 70 Cutlass. My TH350 is gone so I was planning on going with the 200 4R for the OD, so I'm talking to a guy at the trans shop and he suggests a 4L60E. He states there is a bell housing adapter that can be used to make it fit. Other than an Edelbrock intake and a 3.42 posi rear my car is mainly stock (350). The car will never see the track, just street cruising, some stop light fun and a 2-3 hr. road trip every so often. I'm not real versed on transmissions so any feedback would be appreciated.

olds1968

the 200r4 is a easier swap you can use the same drive shaft. 4l60e is electronic so you will need a module for it and get another drive shaft or shorten yours i believe.

brddg

With a 3.42 Axle and a stock engine I would absolutely go with the 200r4. Not too expensive for what you need it for unless you really want that extra gear ratio off the stoplight and a little more overdrive. You could go 700r4 if you want that path and just use the diesel valve or a conversion for the valve body. You would need to modify the cross member and shorten the driveshaft as well, adding to the cost.

joe_padavano

In addition to the cost of the trans and the adapter, a 4L60E requires an electronic control unit (otherwise, it is a 700R4/4L60 without the "E"). The control units run $500 and up. Sounds like your trans guy is 1) Chevy-centric and 2) trying to increase profits.

Also note that the 200-4R uses your current TH350 driveshaft. The 4L60E needs a custom driveshaft.

70CCV

Joe, outside of the additional cost for the 4L60E can you break down some pros/cons on the 4L60E vs the 200 4R is there anything I should be concerned with? Seems like the 460 would be more carefree driving (?)

Thanks


Also if any Southeastern Michiganders are on the site let me know of some local trans shop you could recommend that specialize in 200 4R. I'v been to different shops and they always try to steer me towards the trans that their partial to, so that's like a red flag to me.

joe_padavano

The biggest operational difference is the gear ratios. The 4L60E has ratios of 3.06 1st gear, 1.63 2nd gear, 1.00 3rd gear, .070 4th gear. The 200-4R ratios are 2.74 1st gear, 1.57 2nd gear, 1.00 3rd gear, .067 4th gear. The large drop in ratio from first to second on the 4L60E is often discussed as a problem. The 3.06 will provide better off-the-line acceleration, but depending on your engine setup and car weight, you may end up way down on the torque curve when the trans shifts into second. The 200-4R has a marginally higher O.D., so you might eke out a fraction of a mile per gallon, though personally I doubt you'd see a difference there.

I talked about the installation issues with the 4L60E. If you go that route, be aware of the differences in adapter plates. Many aftermarket Chevy-to-BOP adapters only pick up four of the six bolts on the bolt pattern. Of course, the thickness of the adapter plate also requires you to run spacers between the flexplate and converter. Be sure the adapter plate kit includes a spacer for the nose of the converter where it fits into the end of the crank, as this is how the assembly maintains concentricity. If no such spacer is included, then you need to be sure the converter snout still engages the end of the crank.

Of course, the 200-4R does not need a spacer, so these issues do not apply.

68s350

Hey Joe,
Seems like you know your **** -
Does the 4l60e with LS 5.3 fit in a 1968 cutlass S without modifying the tunnel - I know the shaft will need to be cut and mount moved. Just jate to hack up the tunnel.

rich

joe_padavano

I can't speak to the fitment of the Chubby motor, but if the bellhousing face ends up in the same place as for the Olds motor then the trans should fit without tunnel mods.

68s350

thank you -

garys 68&72

Have a look over at LS1tech. About a half dozen LS motors/4L60e combos in A bodies.
http://ls1tech.com/forums/conversion...2-gm-body.html

68s350

good reading there - thanks