Classic Performance Products Shifting Into Overdrive |
Installing The Right Transmission |
By Jeremy Cook and Greg Ducato |
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In keeping with the original plan, Project Old School has
been on the road for a while now as I continue to make additions and
improvements. And believe me, driving to all the shows and seeing all the
attention the truck gets, thanks to you readers has been both rewarding
and a total blast. Unfortunately, getting a truck on the road the quickest
way possible (with regard to safety) means skipping over some of the creature
comforts namely power steering, power brakes, and overdrive that make driving
more fun (or at least a little easier). The next few installments will be
dealing with just these items, beginning right here with the installation
of a 700-R4 overdrive transmission from Phoenix Transmission Products. The
obvious advantage of installing an overdrive trans in your classic truck
is the final drive gear. Typically overdrive will reduce your rpms by around
30 percent. In addition to giving your engine a much-deserved break, it'll
do wonders for your gas mileage. Usually you hear about the 700-R4
as being the transmission swap of choice. Lately, however, the world has
discovered the plentiful 200-4R, and it is definitely a viable option. The
compact overdrive was used from 1981-87 in everything from full-size Cadi1lacs
to the Buick GNX. It has the same overall length and output spline as the
short-tail Turbo 350 and comes in the Chevrolet and the Buick, Olds, and
Pontiac (BOP) bolt patterns. This is an excellent trans for classic trucks
with basically stock engines. Phoenix rates |
their top 200-4R kit at around 350 hp. Several people mentioned
that it would be a good fit for Old School, until I mentioned that a warmed-
over 396 would soon be replacing the original 283. The 700-R4 is still
their most popular performance transmission. Phoenix has been modifying
and improving this trans since it was first introduced in the early '80s.
They offer seven versions for applications up to 575 horsepower. Since this
trans has a low First-gear ratio of 3.06:1 and an overdrive ratio of .70:1-when
built properly-translates into a stump-pulling low end while still givingyou
the 30-percent reduction in cruise RPMs! Even their lowest-priced 700-R4HD
offering features over 25 upgrades and modifications to improve durability
and performance, and it comes with their heavy-duty lock-up torque converter
with stall speed up to 1,800 ! RPMs. For our project, company CEO Greg Ducato
specially built a transmission that falls somewhere between their RV and
SS models. It's also worth mentioning that Phoenix tumble-polishes all of
their cases prior to assembly, which gives them a new, semi-polished look
that is similar to a new carb body. With the new trans on order, I quickly
ordered up all the other parts to complete the installation. I began at
Classic Performance Products. Not only did we perform the installation at
the CPP facility but they supplied the new crossmember, cooler lines, dipstick,
and miscellaneous hardware required for the job. A big thanks goes out to
Jim, Alan, and the CPP crew on this one. |
Gennie Shifter had just the shifter I was looking for. Their
23-inch Swan Neck provided the right look for the truck and was built specifically
for the 700-R4. Bowtie Overdrives has a very nice cable system for the 700-R4,
which you may remember from the article in our Mar. '03 issue. The kit is
made specifically to match various aftermarket<et carbs so you can maintain
the proper trans pressure-resulting in optimal shifting and downshifting.
Having driven the truck nearly every day since the install I can honestly
say that Old School feels like a completely different truck. With the Power-
glide, the truck felt underpowered at takeoff and was taching out at 4,000
rpm when I tried to hit 80 mph on the freeway. Now I launch off the line,
get second gear chirps if I'm really on the gas, and hit 80 mph at about
2,800 rpm Obviously, the larger benefit on installing this trans is going
to be improving the GMC's dismal 11 mpg fuel economy. We have only had time
to run one tank through it and although the mileage improved, we were doing
other performance testing and the mileage suffered. Stay tuned to Film @
11:00 for results after we put some miles on it so you can get a real picture
of the improvements of the Phoenix Transmission Products 700-R4. |
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At Phoenix Transmission Products, every drum is machined across
the band surface to ensure a perfectly flat and concentric surface for band
application. If it's not flat, the band will only clamp on the high points
causing slippage. |
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The TV boost valve and reverse boost valve were replaced with
larger bore components as shown on the left. This increases internal trans
pressure and clamping force across the board. |
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A stock band (right) is not as wide and does not cover the
full drum surface. The Phoenix replacement band (left) is wider and covers
the full area of the drum surface. This is important because with more band
surface contacting the drum, less slippage occurs. It's like adding bigger
brakes to a high-performance vehide. The band anchor area is both reinforced
and hardened to prevent fluctuations in adjustment over time. |
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The splines on the factory stator shaft wear down over time,
resulting in a converter that will not engage and multiply torque. At Phoenix,
the shaft was replaced with a new shaft with a stronger spline area. |
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Seven high-energy friction plates are used in the Third- and
Fourth-gear clutch pack. Unlike some aftermarket designs, these are full-thickness
clutches and have proven to be highly durable under the demanding conditions
of high- performance street use. |
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The stock cast pump rings (left) were replaced with hardened
steel rings (right). This is critical in high-output pumps because higher
rpms can cause the cast rings to fracture and disintegrate. |
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Phoenix uses the Corvette-style servo (left) to apply the
band in Second gear on this trans. It has far greater clamping ability than
the low-performance servo piston (right). |
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Phoenix will even match the speedometer gear for your application
at no extra charge. |
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The lock-up solenoid was wired off of a fourth pressure switch.
When the trans shifts into overdrive, it will automatically engage the torque
converter clutch without any external switches required. This is critical
because the engine rpm at cruise may be substantially less than the stall
speed of the converter, which is a recipe for disaster. By applying a lock-up
converter clutch, you eliminate this slippage and heat source-allowing you
to have the benefits of a performance-oriented stall speed, plus economy,
efficiency, and lower-operating temperature. |
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When a transmission is completed, it undergoes a complete
dyno testing to ensure performance and build accuracy before being crated
and shipped. |
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Phoenix manufactures a full line of custom torque converters
right in their factory. Every converter is built to order to give you the
best performance for that specific application and is fully computer welded
and balanced. This one has an 1,800-rpm stall speed and was even labeled
"Old School." |
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Once the truck was up in the air at the Classic Performance
Products' R&D center, Alan and I got extremely dirty pulling the Powerglide.
The factory crossmember had to be persuaded, but it eventually angled out
of the framerails. Then hours of cleaning the underside of the cab began. |
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Ever since I saw the Jimmy Smith rendering that inspired this
truck, I wanted a tall floor shiffer. The Gennie Shiffer 23-inch Swan Neck
provided the nostalgic look that the truck needed. |
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Before installing the 700-R4, the Gennie Shiffer base brackets
were bolted into place on the trans. |
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We also set-up the shift linkage at this time. It's recommended
that you set it up with the trans and shifter in drive and then check the
other gears. |
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We filled the converter with as much fluid as we could without
it spilling out and installed it onto the input shaft. |
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Originally, CPP and I planned to use their crossmember made
specifically for the '63-72 trucks. Here it's shown with the new chrome
Energy trans mount and hardware. |
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After a test-fit, however, CPP's universal tubular trans crossmember
provided the height we needed for the perfect pinion angle in relation to
the rear axle. The tube crossmember mounts through the side of the framerails
unlike the stock crossmember which is secured on the top and bottom. Once
the new location was marked, Alan drilled the four holes in each framerail. |
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The Energy mount was install and the crossmember was installed
onto the mount. Finally, the crossmember was secured to the framerail. Look
how good the underside of that cab looks! |
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With the underside of the cab looking good as new, Alan jacked
the 700-R4 into place and installed the bellhousing and torque converter
bolts. Phoenix supplies the new ground strap to help keep people from forgetting
it. |
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Alan measured and marked for the shifter hole by measuring
from the back of the block and a seam in the floor. He then used a small
hole saw to make the first cut. Slowly the hole was enlarged with a body
saw and cut-off wheel until the shifter fit through the floor with no obstructions. |
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Inland Empire Driveline took just over 5 inches out of the
driveshafl so we could reinstall it with the 700-R4. Check elsewhere in
this issue for some driveshafl tips. |
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The speedo sensor from our Haneline gauge was installed onto
the new trans, however, any stock cable will screw on just as easily. Then
the switched power wire on the trans was run to the positive side of the
coil. |
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The transmission cooler lines were next. We chose to run cloth
hoses instead of hard lines to make the installation a bit easier. They
were tied along the frame and terminated at gO-degree fittings in the radiator. |
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CPP offers this simple chrome dipstick a braided tube that
attaches with one of the bellhousing bolts. |
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Last, but certainly not least, we installed the TV Made EZ
system from Bowtie Overdrives. The key to their success is this cam mechanism
that is made specifically to work with the linkage of all the popular carburetors.
Combined with the carb base plate Bowtie Overdrives supplies, it eliminates
much of the guesswork associated with TV cable adjustments. |
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The cable was secured at the trans, and the base plate bracket
was installed under the carb. The cable was snapped into the bracket and
linkage adapter, and then the cable length was set by depressing the lock
on the cable and opening the throttle fully. Then the cam can be adjusted
to fine-tune the timing and firmness of the shifts and downshifts. |
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The finishing touch before the test drive was dropping the
shift boot over the shifter. Here it's awaiting the four screws that secure
the bezel to the floor. |
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