![]() That same dyno would show 220 Wheel HP on the 5.3 Gm engines. On a very conservative wheel dyno Not corrected it made 261 HP. Here is my MPG build to get the bugs worked out of a 1947 dodge I just put on the road.ģ05 heads with 1.84-1.50's and 268H on 106LSA in a 350" sweeping the tach to 7000 rpm.Ģ.75 gears in that one but it made a lot of low speed TQ so did quite well for a highway gear. Only time i ever had a cracked head was when i first purchased the head and found it was already cracked.ĭo not think I am easy on my stuff either. not in my testing and measuring.and another Crack Prone head. Not to mention I have build many sets of heads for buddies.Ħ24 castings were said to be crack prone. I used to drive more than 70,000 miles a year and tested all kinds of "myths" and all kinds of cams also.ĩ years of that and you put a lot of that weak or crack prone talk to rest. Unless you really want to do hardcore racing, you should take a look at the 700R4.I feel all these stories of crack prone heads are due to heads that have been mistreated.Like ran with wrong octane or too much timing or got too hot too many times. It’s much nicer to listen to the engine hum down the highway in overdrive sipping, not guzzling, the gas. If you didn’t grow up in the time when a TH350 equipped car would be in your daily driver, you may not remember the engine screaming down the highway. There are really two major determining factors regarding which transmission is best for you.Īlmost every modern car has an overdrive transmission. Simply put, the TH350 is going to keep the vehicle in the power band longer. While a vehicle with 4.11 gearing may scream down the highway with a a TH350, it’s going to keep the engine in the power band longer. Gear Ratios– The TH350’s gears are placed closer together (despite having less of them).Length– The TH350 is a shorter than the 700R4, so if you were going to swap one for the other, you’d need to have your driveshaft resized or replaced.A car with originally equipped with a TH350 is not going to have the wiring for that built-in. You have to set up wiring to make it work in a car that it was never equipped with. ![]() This increases fuel economy and slightly lowers RPM going down the road. Locking Torque Converter– The 700R4 has a locking torque converter, which means that a clutch will engage at a high enough speed and allow for a true direct connection between the engine and transmission.This is a broad take on these differences. There are many other differences between the two transmissions that are noteworthy as well. The 700R4 uses an overdrive gear to reduce engine RPM at highway speed. Overdrive– The TH350 has three forward gears and no overdrive.There is more info on what needs to be done in the TV cable article a few sentences back. It is easy to swap transmission control to a TV cable if you are thinking about swapping to a 700R4. It controls shifts based on how much throttle is being given at any time. The best way to think of the TV cable is as a throttle position sensor. The 700R4 on the other hand is controlled by a TV cable. Shift control– The TH350 is controlled by engine vacuum and a kick down cable.We’ll get into them more below, but the largest ones have to do with how they are controlled, and one having an overdrive gear and the other one not having that gear. There are many differences between the TH350 and 700R4 transmissions. They are not the same as the 4L60E, which is computer controlled. It is important to note that for all intents and purposes the 4L60 and 700R4 are the same transmission. The biggest one is going to be overdrive. When comparing the TH350 vs the 700R4, there are quite a few differences. The TH350 was GM’s go to transmission for light duty vehicles from the late sixties through the early eighties, that is until the 700R4 and 200-4R began to replace it.
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