V6-V8 bolts position Hello, Does anybody know the size and position bolt of the V6 and the V8 ? http://i66.tinypic.com/ehyhon.jpg http://es.tinypic.com/r/ehyhon/9 |
Re: V6-V8 bolts position |
Re: V6-V8 bolts position Best solution is to spend 70 on a mild steel 1/8" adapter plate from Speedway, then either install it or use it as a pattern for your own plate before returning it, it is marketed as being for adapting a v8-spec TH350 to a 2.8L v6. Don't try to use a v6 transmission behind a V8. |
Re: V6-V8 bolts position Thanks. That is what I need. I asked for the adapter plate from Speedway for my 1990 v6 to put the 1985 v8 trans. And they told me that their adapter is not what I need |
Re: V6-V8 bolts position You can find a pic with the V8 dimensions on my Homemade Bellhousing Page |
Re: V6-V8 bolts position Sometimes they only make batches of those but they do offer them i guarantee that. Tell them you want this, and it will work just fine. http://www.speedwaymotors.com/60-Deg...late,3280.html You need the 2.8L V6 60 degree to TH350 adapter I did the conversion a few years back if you hope over to the V6 area I have a sticky there that will help https://www.thirdgen.org/forums/v6/7...h350-swap.html https://cimg5.ibsrv.net/gimg/www.thi...d2cc63dd9c.jpg |
Re: V6-V8 bolts position Wait did you say put a 1985 V8 trans behind the V6? SO you are not using a TH350? |
Re: V6-V8 bolts position Doesn't matter whether it's a 350 or a 700; the adapter required is identical. |
Re: V6-V8 bolts position You need to check the input spline count, it will determine what torque converter you should use. Early V8-spec 700s had the same 27-spline input as the later V6 versions, so getting a useful converter is cheap and easy. Even the loosest '85 V8 converter will be too tight for a 2.8/3.1/3.4 The loosest 27-spline is for a 2.2L S-10 from the mid '90s. The loosest cheap 30-spline is from a late '90s 4.3L S-Blazer. It's rated as a 2075-RPM-stall, but behind a 2.8 it may work more like a 1200-stall. |
Re: V6-V8 bolts position
Originally Posted by sofakingdom
(Post 6092473)
Doesn't matter whether it's a 350 or a 700; the adapter required is identical. my woundering is why would someone go though all that trouble to put a v8 700r behind a v6? If it's because of the converters there is plenty to choose from from cheep 100 ones to seni custom 350 dollar mid grade "off the shelf" ones. I swapped to the th350 because of what I use the car for. But a narrow 700r will take anything the v6 gives to it. Crap man I ran many 11 second passes with a narrow 700r and a 3k stall behind it with no issues. I guess I'm just woundering why... v8 700r swap into a v6 thirdgen? |
Re: V6-V8 bolts position the V6-spec 700R-4's guts are not the same as V8-spec, and the V6-spec doesn't survive a stock 2.8 in an S-10, so this is the cheapest and easiest upgrade. The alternative is to put V8 guts in the V6 case, but that is neither cheap nor easy. In the case of the V8-case versions, the ones used behind the 4.3L V6 are not on par with the ones that came bolted to a 305/350. In the fullsize pickups, the 305 version got the same guts as the 350 version, not much different from the Corvette / IROC-Z B2L version. IDK, but it may be that the 4.3 truck version and the LO3 car version could have been identical. Long story short, if I was going to use a 305 version, I'd prefer a C1500 version over a car version. |
Re: V6-V8 bolts position
Originally Posted by cosmick
(Post 6092484)
You need to check the input spline count, it will determine what torque converter you should use. Early V8-spec 700s had the same 27-spline input as the later V6 versions, so getting a useful converter is cheap and easy. Even the loosest '85 V8 converter will be too tight for a 2.8/3.1/3.4 The loosest 27-spline is for a 2.2L S-10 from the mid '90s. The loosest cheap 30-spline is from a late '90s 4.3L S-Blazer. It's rated as a 2075-RPM-stall, but behind a 2.8 it may work more like a 1200-stall. early spec v-8's had 27 splines but they also had a pilot on them. the v-6 27 spline converters did not. converters will not interchange.
Originally Posted by cosmick
(Post 6092751)
the V6-spec 700R-4's guts are not the same as V8-spec, and the V6-spec doesn't survive a stock 2.8 in an S-10, so this is the cheapest and easiest upgrade. The alternative is to put V8 guts in the V6 case, but that is neither cheap nor easy. In the case of the V8-case versions, the ones used behind the 4.3L V6 are not on par with the ones that came bolted to a 305/350. In the fullsize pickups, the 305 version got the same guts as the 350 version, not much different from the Corvette / IROC-Z B2L version. IDK, but it may be that the 4.3 truck version and the LO3 car version could have been identical. Long story short, if I was going to use a 305 version, I'd prefer a C1500 version over a car version. |
Re: V6-V8 bolts position
Originally Posted by 87zjeff
(Post 6092766)
early spec v-8's had 27 splines but they also had a pilot on them. the v-6 27 spline converters did not. converters will not interchange.
Originally Posted by 87zjeff
(Post 6092766)
other than calibration of the valve body and boost valve, there isn't much difference in the v6 and v8 versions on the 700r4. all the hardparts with the exception of the input shaft, the reverse input piston, and the low/reverse piston are the same. nothing difficult about building a v6 700r4 with v8 spec. change the 2 pistons i just mentioned and the backing plates for the forward and 3-4 clutch packs, possibly a shift kit for calibration. get a good quality torque converter and should be fine. I've rebuilt a couple of 700R-4s and a couple of 4L60Es, I know why the average enthusiast never attempts it, they are wiser than they know. |
Re: V6-V8 bolts position
Originally Posted by cosmick
(Post 6092772)
So cut the pilot off. False. The number of clutches varies, so the height of the drum must also vary. The 2-4 band width also varied, the 1-2 servo varied, the VB calibration varied, and the governor varied. I've rebuilt a couple of 700R-4s and a couple of 4L60Es, I know why the average enthusiast never attempts it, they are wiser than they know. if you cut the pilot off the v-8 input shaft, you also cut off the checkball that helps with lock-up. also, the lock-up sealing ring is in a different location. |
Re: V6-V8 bolts position Yes, there is the check ball. Maybe V6 converters don't need it? IDK because why learn about V6 junk? |
Re: V6-V8 bolts position
Originally Posted by cosmick
(Post 6092751)
the V6-spec 700R-4's guts are not the same as V8-spec, and the V6-spec doesn't survive a stock 2.8 in an S-10, so this is the cheapest and easiest upgrade. The alternative is to put V8 guts in the V6 case, but that is neither cheap nor easy. In the case of the V8-case versions, the ones used behind the 4.3L V6 are not on par with the ones that came bolted to a 305/350. In the fullsize pickups, the 305 version got the same guts as the 350 version, not much different from the Corvette / IROC-Z B2L version. IDK, but it may be that the 4.3 truck version and the LO3 car version could have been identical. Long story short, if I was going to use a 305 version, I'd prefer a C1500 version over a car version. There isn't too much internally different at least that really hurts performance exspecially if you only have 200 250hp which is nothing for a good 700r. . But I can't remember what all was different. I'll stick to rebuilding th350s and 400s..lol Your call though man. Good luck. |
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