can 700r4 be built to handle 600 rwhp???

if so what parts are good to have?

if not, why?

 

Don't know about the horsepower numbers but Dana at www.pro-built.net has some guys deep into the 11's on his 700R4. He make about the strongest 700-R4 I know of. My motor makes right at 475 HP and I spray a 150 HP shot on it and I have had no trouble at all with his tranny behind it. Before I got his tranny I went through two other so called performance 700-r4's. Call Dana at pro-built,he knows his stuff about the 700-r4 and can answer any questions you have.

 

but do you know what he puts in it???

thanks for the reply though i'll definately have to look into it.

 

Go to my website www.pro-built.net and you will see what I put in them. The Street/Strip will handle about 550 HP and if you want it to take more HP, then add the HD input drum, this will make it good for about 625-650 HP. After this there is nothing realistically that will hold more HP and still live.

 

Heres whats in'em

Street/Strip 700R4: Starting at the "Front Pump", new (late design) seal, Teflon bushing, 10-vane rotor/slide assembly, Trans-Go steel rings & priming spring, special heavy duty pressure regulator valve, Trans-Go HD pressure regulator spring, .296 intermediate/reverse boost valve, .500 main boost valve, both halves of pump machined flat with rotor to pump clearance set at .001-.0015.

Reverse Input Drum: New GM reverse/input drum, along with the Turbulator low-drag steels, and Borg Warner clutches.

Input Drum: New latest design Borg Warner input sprag, Borg Warner clutches for the overrun and forward clutch assemblies, 8 Borg Warner Hi-Energy clutches along with Kolene steels used in the 3-4 clutch pack, Trans-Go (Hi-Rev) heavy duty springs replace the OEM 3-4 and forward springs and 3-4 helper springs (the Trans-Go springs prevent the 3-4 clutches from getting into trouble, due to centrifugal clutch apply up to 7,800 rpm, stock starts getting into trouble around 5,000 rpm), clearance for the 3-4 clutch pack .040-.055, a Viton input to output shaft seal is used, the Viton is soft (will withstand 650 degrees F.) and will conform to the output shaft thereby guaranteeing oil to the rear planet.

Rear Drive Section: Hand picked input sun gear, forward planet with batwing thrust washers, input internal gear, reaction carrier shaft, a new GM latest design sun shell, low/reverse support, the latest design Borg Warner low/reverse roller assembly, Turbulator low-drag steels, Borg Warner clutches, new rear planet, hand picked reaction sun gear, internal reaction gear, internal reaction gear support, a bronze rear case bushing, new gear on the governor, and a Teflon extension housing bushing and a Vamac (prelubed) rear seal.

2-4 Band & 2-4 Servo: Borg Warner Hi-Energy 2-4 band, new Corvette 2nd gear apply servo used in conjunction with the latest design Viton seals. An additional spring is added to the cushion side of the servo to help provide a smoother 1-2 apply at light throttle while still allowing a firm WOT shift.

Valve Body: We use the Trans-Go Performance Shift kit in conjunction with the large boost valves, Corvette servo, and the 8 clutch 3-4 pack. (This setup has proven to be the most reliable). We work with the accumulators to give the best possible part throttle shifts, and progressively firmer shifts with more throttle opening. A Sealed Power (zero-leak) filter is used.

The Case: We use the 1988-1992 transmission to start our builds with unless a special request to do otherwise

 

Try these guys:http://www.transmissioncenter.net/700MegaRaptor.htmThis is the ultimate 700r4.

Also talk to Jimmy at Darrell Young Trans. He custom build a pretty darn great 700r4 himself w/ a .521 TV valve. Tell him Dean sent you.http://www.racing-transmissions.com/main.htm

 

Pro Built Automatics; will they work similar to a more mild stock build. or is it going to shift really stiff?

i want something that will hold; but it's also a street car so i want it to work smooth.........is that possible??

 

As far as I can see that over the years I am one of the "only" builders to work with accumulation (instead of against it) as far as toning down the shifts at light throttle. I setup up the accumulation (especially on the 1-2 part-throttle shift) to be smooth and get progessively firmer with more throttle. 4th gear on the 700R4 is the only area that I block accumulation, otherwise you would not even feel the shift, and the band would wear out faster.

 

so a band wears out faster the smoother the shift??

i always thought it was the oposite?

 

In 4th gear the band is having a harder time coming on compared to 2nd gear, that is why the blocked accumulator on the 3-4 shift, will make the shift happen quicker, All of the oil is going to the apply area of the servo and none to the accumulator. If you took the same action for 2nd gear (the apply area of 4th is about the same as the Corvette servo for 2nd gear), the shifts would be brutal at light throttle, whereas 4th gear it will have a slight bump or a somewhat firmer bump with a large diameter torque converter.

 

i see; i was always led to believe that those "bumps" meant that the transmission was going bad?

what are good signs of a transmission on it's way out?

 

Whats this? how much? and what will it do?

 

Hey probuilt, about how much would it costs for a street/strip setup if I sent out my 700r4 to you?

 

tried using your site at probuilt and it just sits and freezes, also says your security certificate is out of date???

not to good........

let me know what you can do for me with the amount i'm running....mind you i send one in or whatever you guys do. i'd also like a list of what you'll put into it as well.

i plan to do something quick so i'd appreciate the info and if you had a working link to your page that would be good also.

 

I am working on a new website as of right now, it should be on line in the next couple of days, so there might be some problems with the old site. As of right now go to http://www.pro-built.net/index.cfm?f...t&productid=35 for information on the Street/Strip transmission. This will give in detail on what is done to the unit. The price is for the transmission outright, no exchange necessary, unless you want your particular unit rebuilt. If you have any questions then call me at 800 7763288.

 

why is it you seem so confident to build a 700-r4 that can handle the power and no one else?

i don't doubt, just curious and i appreciate everything your doing to help with info and the like!


your site says you use 88-92 casing..........i've heard an 87 also fits in that category? is that not true, if not how come.

what's the biggest difference between the heavy duty and the street/strip trans.

how much is saved to rebuild my own casing.......?? although i imagine shipping would be a b&*$#