![]() If they only do rebuilds but not installations-this can be an issue. If you have a local shop do the work, then it’s possible they will have the expertise to set the TV cable up properly. It might be worth the effort to have a reputable trans shop rebuild your 700R4, but that will only be worthwhile if the TV cable is adjusted properly. Most often, this is traced to the high-gear clutches. This will quickly burn up the clutches and eventually the trans will fail. This is a clue that the part-throttle line pressure is inadequate to fully engage the clutches on the shift. ![]() You indicated that it seems to slip on up-shift. If you have driven your 700R4 for a couple hundred miles with an improperly adjusted TV cable, it’s likely that the transmission may have been damaged. The trick is to set the TV cable so that it is piano-wire tight at wide-open-throttle (WOT) and yet will offer part-throttle up-shifts at the appropriate points. ![]() I recently installed a Sniper electronic fuel injection system on a friend’s big-block El Camino and we struggled to set the TV cable on that application and frankly, we’re still not completely happy with it after multiple adjustments. The issue with the 700R4 has always been setting the TV cable correctly. This also offers the freedom of fine adjustments on the shift points-which is near impossible with the 700-R4. The advantage of the electronic control on the 4L60E is that it is easy to adjust the line pressure with a couple of keystrokes on the hand-held controller or a laptop. Since you already have the 700-R4 in your car, the 4L60E will bolt right in. Plus, it will also need an electronic controller, a custom crossmember, and a new driveshaft. The 4L80E is also a great choice but may require some floor pan surgery to fit under a ’64. I will assume that you do lots of cruising and highway driving with your car, and that places an absolute necessity on an overdrive transmission. While the TH350 and 400 transmissions have both proven themselves to be durable performance automatics, neither offers an overdrive gear, which is almost a requirement these days. These controllers range in price from $800 to $1,200. Even Chevrolet Performance offers a stand-alone controller that uses a laptop to tune it. It’s more expensive than other controllers but I like the way it works. Other options that also work well include the MSD Atomic transmission control module, Performance Automatic’s controller, as well as B&M’s Shift Plus 2. I’ve tried several of them and really like the HGM Electronics version sold under the Compu-Shift brand. If you are considering the switch to a 4L60E, you will need a stand-alone, aftermarket trans controller. It controls the line pressure that was previously dictated by the TV (throttle valve) cable. While it is very similar to the 700-R4 in terms of operation and gear ratios, the big difference is the electronic command of the 4L60E. Jeff Smith: I put a 4L60E in a ’64 El Camino with a small-block and I really like the conversion. What would you recommend as a good replacement-a TH400 / TH350, GM 4L80E, or what? - D.E. It slips, doesn’t work right with the carburetor, etc. Several years ago I put a 700-R4 in it, which has never shifted correctly.
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