Have 2 vehicles that need transmission attention. Both are 700R4, both still drive. The Camaro just slips a lot. The suburban shattered it torque converter lock up.

The Camaros transmission was a victim of the previous owner putting on an edelbrock carb and not correcting the TV cable geometry. So everything slipped until it was just all warn out. Now with the proper TV cable adjustment it shifts better but still slips constantly. I am going to assume the torque converter lockup was slipping to and is at least nearly warn out.
The transmission rebuild shop is going to put a 5 planetary gear set in, new higher volume higher pressure hydraulic pump, more clutch packs (I think they said it would go from 11 to 14 on the 3-4). More or less everything you can do to improve the 700R4. That may sound like overkill for a 305, but it wont be for long.
But there is a twist. I have a 454 to put in my Camaro some time this summer or fall. I just want to fix the transmission so its driveable now. The car will still have its 5L after it goes to and leaves the transmission shop.
Since pulling the engine gives pretty good access to the torque converter I can wait to change it when I put the slightly bigger engine in. I will have the transmission shop reuse the old converter if it appears to still be serviceable. If it needs a new torque converter, I will have to replace it now.
I am pretty sure GM never intended to have that torque converter bolted to a flex plate with a 454 attached to it.
I am going to take it to the transmission shop fairly soon, about as soon as next week.
What converter would have the best chance at surviving behind a fairly normal 454 with around 400hp and 500 torque?
Or does no such torque converter exist?

Last year I was driving my suburban the highway at normal speed not even towing anything and the torque converter unlocked with a bang and the fluid instantly turned black, I checked it before I started that trip and I have a transmission temperature gauge, everything was normal up until that moment. I have replaced the torque converter lock up solenoid and wired it to a manual switch for trouble shooting, no luck. Fuel economy went from over 20mpg on the highway to 14 and the transmission has been running really hot. I have only filled its 25 gallon tank about 4 times in the last 14 months, so I haven't been driving it much.
84' C10 has a slightly modified 6.5L with intercooled twin turbos and have no idea what the horse power and torque numbers look like. Now 84 should be the last year of the 27 spline. It does not appear to have its original transmission so who knows. When I pull the transmission if it doesn't have a 30 spline input shaft its going to get one.
The transmission rebuild shop is going to put a 5 planetary gear set in, new higher volume higher pressure hydraulic pump, more clutch packs (I think they said it would go from 11 to 14 on the 3-4. More or less everything you can do to improve the 700R4. Kind of exactly like on the Camaro.
Simply replacing the 27 spline had few to no options. 30 spline has tons of lockup options. But which torque converter should I get?
Is there anything that is not a $900 racing converter that has a beefed up converter lockup?
Could it be as simple as getting a heavy duty stock converter for a 4x4?
Or should I just keep a spare stock torque converter under the seat in my suburban?

 

If you don't spend the money on an aftermarket Torque converter, you won't be happy with the performance. Precision Industries, Circle D, and Edge would be the recommended ones. A step down might be ATI/Hughes. Stay away from TCI or B&M.

Also, you odn't need a 5 planetary gear set for your 700R. Beast sunshell, and a kit from Dana at Pro-built is what you need. Tell the shop you want a Z-pack clutch kit for your transmission. You want either that or the Borg warner two-sided clutch packs. Dana knows the specifics. If they look at you stupidly or ask what that is, take it somewhere else. Make sure they put a corvette servo in it.

Dana's kits run $600+ but are also rated for 600+hp. don't cheap out on the trans if you plan on doing a 454 or you will be rebuilding it again.

As for the suburban, I'd check out some of CHevy truck web sites, like Fullsizechevy.com or something similar. Or, talk to Dana, the man is a 700R guru and LOVES to talk, sometimes its hard to get him to stop!

Anyway, I know you didn't want to hear about how you were going to spend $1200 on just a kit and converter, but please, don't cut corners. I just don't want to see you doing it again in 2 years or less, especially if you put that 454 in front of it.

 

Find someone you can trust and have them install the Street/Strip or Pro Street rebuild kit that I carry. The torque converter stall & diameter should be matched to your motor (what is done to it), camshaft duration at .050" lift, rear end gear ratio, how you drive, is it a daily driver, etc. Call me with your questions on this. 909 795-1876

 

Ok so no TCI or BM. Got it. That's kind of what I was looking at.
I think they might have said Z-pack if not I will ask about it and the dana kits.
The $1200 was just for the rebuild, didn't include the torque converter.

2 years on the Camaro/454 not acceptable. I would like 4-5 minimum.

The suburban I would like it to last as long as possible, up to 10 years, maybe driving 5,000 to 10,000 miles a year. Has to be dependable and will do some towing.

 

On the car, only thing I know for sure is it will be a daily driver as long as I can afford to drive it.
I want to stick with more of a high way gear, 3.08 to 3.23. (not the 7.5 inch 10 bolt that's on there now)
I would like to put a fairly mild roller can and retrofit lifters, for efficiency and so I don't have to worry about normal motor oil causing the flat tappets to wipe a cam lobe.
Have to get the engine apart to know what I am going to do much beyond that, the engine knocks a little so if it needs a new crank I will likely go with a stroker, if not it keeps the stock crank. The engine has 140,000 miles so it will likely be bored 0.030 over. (30 over has the largest selection of pistons)

 

@Pro Built Automatics - I've been looking at one of your Street/Strip kits for a while. My car is a 1988 IROC with a l98 350 with T700 and engine add-ons. It's a weekend car for a bit or fun and might see a strip once or twice in it's life.

What difference would there be in how the car drives with one of your Street/Strip kits?

 

By all accounts, Night and Day peterc005.

The transmission I bought and had rebuilt has one of his kits in it. It's still in the crate in the garage though, been putting it off for no good reason.

You also want to make sure you match your converter to it. With a mostly stock motor, you'll want around a 2200 stall, depending on your cam. There is actually a lot of math that goes into it. There are smarter people on here than I am when it comes to that though.

 

?

 

Yes, it works better. Ask anyone who has one. I have one, I simply haven't installed the transmission in my car yet.

 

Has anyone used torqueconvertershop dot com?

If I were to use them I am thinking the "2x" converter for the 454Camaro, anti balloon plate, up to 550hp, street able stall speeds only. Or the over the top "5x" rated up to 700hp, which seems pointless since I think if you try to put 700hp through TH700R4 it will just explode.

Then for my suburban something like their "#2" converter, it has a 1200rpm stall speed for diesels and is rated up to 450hp and recommended for towing and 4x4ing (my suburban is 2wd but does a lot of towing miles). A 6.5L having over 350hp is insane and I am pretty sure I will never go anywhere near 300hp. My diesel should have a 900rpm stall converter in there if original, 1200 would be an improvement.

 

Looking at my transmission once on the ground its got an 87up case but has 27 spline internals.
(it was rebuilt in 2000 according to the paint pen markings on the bell housing)

The transmission shop owner says if its going behind a big block they only put in raybestos Z-pack on the 3-4 clutch assembly, corvette servo and nothing leaves the shop with a 7 vane pump.
They should be able to get 30 spline internals no problem.