Don't know about anything other than first gen camaros here. It's much longer than the PG or TH transmissions used on first gens.

The 700 is NOT a bolt-in for first gen Camaros. The 2004r is easier. Just need to either modify the crossmember or get a new one, adapt a TV cable, get new shifter linkage, and wire it up. It'll fit right in after that. Driveshaft length does not change.

I was mistaken on the TH350 to 2004r. Thought they were basically the same since they swap so easily.

From Wiki:

THM200-4R[edit]
For the 1981 model year, the 200-4R (sometimes called 200R4) was introduced. The components which were prone to failure in the THM200 were improved, and this transmission was used with high-power applications — primarily the Buick Grand National. The 200-4R was configured with several different torque converters and gear ratios depending on the vehicle application.

Unlike the 700R4, most 200-4Rs have a multicase bellhousing for use with Chevrolet, Buick/Olds/Pontiac (BOP), and Cadillac engines. However, 200-4Rs share mounting locations with the TH-400. Since the external dimensions are similar to the TH-350 (overall length, drive shaft yoke spline count/diameter and general size), 200-4Rs are often swapped in place of TH-350s in older vehicles to provide an overdrive gear.

Early models had PRND321 on the cluster, while later models had PRN(D)D21, with the left D identified as the overdrive gear by a square or oval ring.

The THM200-4R can be found in the following vehicles:

1981-90 B-Bodies
1981-84 C-Bodies
1984-88 G-Bodies
1985-90 D-Bodies
1981 Pontiac Firebird (with 301cid engine, non-turbo)
1989 Pontiac Firebird Trans Am Indy Pace car (with Buick V6 and a Turbocharger)
The THM200-4R was phased out after 1990; its final usage was in the GM B-body vehicles.

The gearing for the 200-4R is:

First - 2.7405404:1
Second - 1.567567:1
Third - 1.00:1
Fourth - 0.673913:1
Reverse - 2.07:1


THM700R4 / 4L60 / 4L60E / 4L65E / 4L70E[edit]
See also: GM 4L60-E transmission
The four-speed Turbo Hydra-Matic 700R4 was introduced for the 1982 model year for use in Chevrolet/GMC vehicles.

In 1990, the Turbo Hydra-Matic 700R4 was renamed the 4L60. Under the new designation, the "4" stands for the number of forward gears, the "L" for longitudinal applications (rear-wheel-drive), and the "60" is the strength rating (less than the 4L80). "60" is the relative torque value. For example, 80 is stronger than 60, which is stronger than 40, etc. A 4L80-E can handle more torque than a 4L60-E. The "E" denotes electronically controlled shifting. The 4L60 however is hydraulically shifted based on governor pressure and throttle valve (TV) cable position. 1992 was the last year of widespread usage of the 700R4 (4L60). The 1993 Camaro, Corvette and Typhoon were equipped with the last production 700R4. The last design change of the 700R4 was an added checkball to the valve body.

In 1992 electronic controls were added, and it became the 4L60-E. The 4L60E is not easily swapped with the 4L60, as the 4L60E depends on an ECU to shift.[2] The 4L60E went into service in trucks, vans, and SUVs in 1993 and in all RWD passenger cars (Corvette, F and B/D bodies) in 1994.

In 2001, an updated version — the 4L65-E, was introduced. Five-pinion planetaries, along with a strength-improved output shaft, were improved to withstand the 300+ lb·ft (400+ N·m) of torque of the 6.0 Vortec engine. The 4L70E transmission is the same as a 4L65E with a speed sensor located in the pump.

700R4 / 4L60 / 4L60E / 4L65E / 4L70E / Technical Description[edit]
The Turbo Hydra-Matic 700R4 can be identified by an oil pan number six shown at General Motors Transmission Pans.

The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 in (51 cm) overall. From the engine/trans mating surface to the cross member mount bolt is 22.5 in (57 cm), and engine/trans surface to output shaft housing mating surface is 23.375 in (59.37 cm) overall, with the tail shaft housing typically measuring 7.625 in (193.7 mm). External dimensions are similar to a THM350 with a 9 inch tailhousing found in Chevrolet/GMC long wheelbase truck/vans and 1971-76 B-bodies (Bel Air, Impala, Caprice).

Transmission fluid cooler lines on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are .25 in (6.4 mm) pipe thread, and can include an adapter from the factory for threaded steel lines in a SAE size. 4L60Es manufactured after 1995 use snap-in connections instead of threaded.

The original version of the transmission had a 27-spline input shaft (shared with the THM200C and 2004R) which was a common failure point. In 1984, the 700R4 designed for use behind Chevrolet small block V8s received a 30-spline input shaft similar to those found on TH400 transmissions and which also used a different torque converter than its 2.8 V6 and 2.2 L4 engines. Between 1984-1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body for 700s manufactured after October 1986.

In 1995, the 4L60E received a PWM-controlled lockup converter. The early designs simple on or off lockup function while the later design can variably lock as to not feel the lock up occur. GM added a 5th solenoid to the valve body, called the PWM solenoid.

In 1996, GM introduced a redesigned 4L60E transmission case that incorporated a bolt-on bell (2 piece case, bell and case) housing and an 6 bolt tail housing. This 2 piece case style was first seen in 1996 and up model S-10 Blazer, S-10 Truck, GMC Jimmy, and GMC Sonoma with the 4.3L engine. In the large majority of 1998 & later applications of the 4L60E were 2 piece cases (i.e., a removable bell housing). Both transmissions are the same internally. The non-PWM (1993-1994) style 4L60Es are not interchangeable with PWM-style (1995 and later) 4L60Es. Also in 1996, GM changed the 3-2 solenoid to a different style which makes it not interchangeable with any previous models.

For the model year 1996 GM trucks, there were 2 versions of the 4L60E transmissions. One had a bolt on bell housing the other did not. The bolt on bellhousings used on the 4.3L and 1996-2002 GEN I+ versions of the Small Block Chevrolet used the same bellhousing while the LSx engines used a longer bellhousing to accommodate a redesigned torque converter with a longer pilot nose (GM sells an adapter assembly for using the LSx 4L60-Es when used with an early engine).

The gearing for the 700 is:

First - 3.06:1
Second - 1.63:1
Third - 1.000:1
Fourth - 0.70:1
Reverse - 2.29:1
(Gear ratios are always expressed to x.xx rounding +/- as a worldwide industry standard, actual mathematical ratios may vary)

700R4 / 4L60 / 4L60E / 4L65E /4L70E Applications[edit]
[3][4]

1982-1992 Chevrolet Blazer/GMC Jimmy
1982-2005 Chevrolet Corvette
1983-1996 Chevrolet Impala and Caprice police specials equipped with 350 engines.
1983-1985 Oldsmobile 350 Diesel equipped models.
1983-2002 Chevrolet Camaro/Pontiac Firebird
1985-2005 Chevrolet Astro/GMC Safari
1991-1992 GMC Syclone
1991-1992 Oldsmobile Custom Cruiser
1989-2003 Chevrolet S-10/GMC S-15/Sonoma
1989-2005 Chevrolet S-10 Blazer
1989-2001 GMC S-15 Jimmy
1990-1996 RWD Cadillac Fleetwood/Cadillac Brougham/Cadillac Limo
2002-2009 Chevrolet TrailBlazer/GMC Envoy
1992-1993 GMC Typhoon
1984-2010 Chevrolet Suburban
1982-2012 Chevrolet Van
1994-1996 Chevrolet Impala
1994-1996 Buick Roadmaster
1993-2010 Chevrolet C/K
1993-2010 Chevrolet Tahoe/GMC Yukon
1999-2006 Cadillac Escalade
2002-2008 Chevrolet Avalanche
2003-2007 Hummer H2
2004-2007 Buick Rainier
2004-2012 Chevrolet Colorado/GMC Canyon
1988-2006 Holden Commodore
2004-2006 Pontiac GTO
2005-2009 Saab 9-7X


edit: See what you started, Mark!?!?!

PS: still haven't been able to get to my swap yet...

Last edited by gbauer; 11/29/16 03:05 PM.