700R4 Transmission?
Comparing a Maddog 700R4 and a FLP 4L60E is apples and oranges.
Maddog is a seals and clutches guy who blocks accumulation, makes the shifts feel good but is not a well built tranny blocked accumulation snaps hardparts. Did the tailshaft break at launch or shift?
FLP is VERY highend, comparing their top of the line to Maddog is like comparing a hole in the wall machineshop to CM or Golen for engines. With the 9.5" Edge racing converter and pro-built.net tranny I have maybe $2400-2500 in my TC/tranny wish I had never wasted over $1800+200 on the first rebuild and troubleshooting shortly before it blew. That 2 grand would have me going a lot faster now had I done this right the first time.
In the nearing 6 years I have owned and played with this car I have made a lot of mistakes wasted way too much money and do what I can to help as many people as possible avoid those mistakes and wasted dollars Some are willing to take the advice others are not often because they made up their mind already.
I still feel my comment about research was warranted with the same hardparts how can the 4L60E be so "inferior" or weak as compared to the 700R4? People site the factory tranny track record as the 700R4 having become more reliable than it was at first but then having a seemingly high failure rate after the swap to the 4L60E BUT they are failing to consider that around the same time engines took a BIG leap ahead in power. I think the highest power rating a 93 Caprice got was something like 205hp for the cop car 5.7L, for 94 the little 4.3L V8(L99) had 200HP yes it was down on torque but the point still stands about how much power was added at the same time the tranny went from 700R4/4L60 to 4L60E, they were making nearly the same HP with 1.4 less litres the b-body LT1 was 260hp roughly a 30% power increase yet people want to blame the tranny.
Maddog is a seals and clutches guy who blocks accumulation, makes the shifts feel good but is not a well built tranny blocked accumulation snaps hardparts. Did the tailshaft break at launch or shift?
FLP is VERY highend, comparing their top of the line to Maddog is like comparing a hole in the wall machineshop to CM or Golen for engines. With the 9.5" Edge racing converter and pro-built.net tranny I have maybe $2400-2500 in my TC/tranny wish I had never wasted over $1800+200 on the first rebuild and troubleshooting shortly before it blew. That 2 grand would have me going a lot faster now had I done this right the first time.
In the nearing 6 years I have owned and played with this car I have made a lot of mistakes wasted way too much money and do what I can to help as many people as possible avoid those mistakes and wasted dollars Some are willing to take the advice others are not often because they made up their mind already.
I still feel my comment about research was warranted with the same hardparts how can the 4L60E be so "inferior" or weak as compared to the 700R4? People site the factory tranny track record as the 700R4 having become more reliable than it was at first but then having a seemingly high failure rate after the swap to the 4L60E BUT they are failing to consider that around the same time engines took a BIG leap ahead in power. I think the highest power rating a 93 Caprice got was something like 205hp for the cop car 5.7L, for 94 the little 4.3L V8(L99) had 200HP yes it was down on torque but the point still stands about how much power was added at the same time the tranny went from 700R4/4L60 to 4L60E, they were making nearly the same HP with 1.4 less litres the b-body LT1 was 260hp roughly a 30% power increase yet people want to blame the tranny.
I didn't need your advice on a transmission I already owned. I never compared the Mad Dog tranny to the FLP, I said it was cheaper. I never said the 700r4 was superior to the 4l60e, I said I didn't wanna mess with electronics. About the tailshaft, an aluminum tailshaft from GM is an aluminum tailshaft from GM. A tailshaft is an external piece that gives no indication to the guts of the transmission. It was an exceeding of the limitations of the stock design. You were not giving me advice, you were putting words in my mouth and using them to make me sound like a moron.
Some 93s came with 700R4 and some came with 4L60 none electronic. All 94s are 4L60Es. Most every built 700R4 done today uses the majority of the same parts a built 4L60E does. I know of a guy running around with a FLP 700R4 making 740 rwhp in a third gen Firebird.
Originally Posted by dhdenney
I didn't need your advice on a transmission I already owned. I never compared the Mad Dog tranny to the FLP, I said it was cheaper. I never said the 700r4 was superior to the 4l60e, I said I didn't wanna mess with electronics. About the tailshaft, an aluminum tailshaft from GM is an aluminum tailshaft from GM. A tailshaft is an external piece that gives no indication to the guts of the transmission. It was an exceeding of the limitations of the stock design. You were not giving me advice, you were putting words in my mouth and using them to make me sound like a moron.
It hooked hard the last time. I'd say I'd been working on breaking it. I have ordered an angle finder but don't know exactly what my pinion angle is/was so that might have contributed to it. After I got it in the air and disassembled, I noticed I had twisted my u-joint. Possibly a factor??? Either way, torque arm on the tailshaft housing is not the best design. I now have my BMR ta relocation kit installed and it's a work of art. After I get the angles down, traction ought to be great with no breaking.
