Your transmission is the powertrain that converts the engine’s force into a controlled source of force. It acts as a mediator between the motor and the discs and converts the high force the motor produces into rotational force, which is then transmitted to the axles which in turn turns the wheels.
You see, the motor of your car creates force and sends it to the crankshaft, but the power produced is too high and too variable to make a usable speed for the driver. The engine operates at a high speed (anywhere from 600 to 7000 RPMs), while the wheels rotate at a slower rate (anywhere from 0 to 1800 RPMs). Sure, you could try to slap some wheels on the crankshaft but not only will you be subject to high speeds, but you also won’t be able to control the speed or even be able to come to a complete stop. And that’s where the unit comes in. The transmission is able to keep both your engine’s RPM and the RPM of the wheels at optimal rates, and it sends power to the differentials which turn the wheels.
Most modern automatic gearboxes have a set of gears called a planetary or epicyclic gear train.
A planetary gear set consists of a central gear called the sun gear, an outer ring with internal gear teeth (also known as the annulus, or ring gear ), and two or three gears known as planet gears that rotate between the sun and ring gears.
The drive train is coupled to a mechanism known as a torque converter, which acts as a fluid drive between the engine and transmission.
- If the sun gear is locked and the planets are driven by the planet carrier, the output is taken from the ring gear, achieving a speed increase.
- If the ring gear is locked and the sun gear is driven, the planet gears transmit drive through the planet carrier and speed is reduced.
With power input going to the sun gear and with the planet carrier locked, the ring gear is driven but transmits drive in reverse.
To achieve direct drive without change of speed or direction of rotation, the sun is locked to the ring gear and the whole unit turns as one.
How much does it cost to have a 700r4 rebuild?
Rebuilding is a rather complicated process. Restoring a module can consist of several stages depending on the type of damage and its complexity. Sooner or later any module will require maintenance, transmission repair is no exception. Some damage or malfunction may cause the vehicle to deteriorate. As a result, the emergency condition of this system may cause an accident. Technical repair is carried out after the system has been checked with testing and special equipment. To begin with, the presence of oil in the transmission and its quality are checked.
A problem can be identified by the consistency of the lubricant. It is also necessary to make a test hire of the car to establish the serviceability of the gearbox. These measures are required to repair both manual and automatic transmissions.
The cost varies depending on the complexity and your area. You can pay somewhere from $1000 to $1500 for a 700R4 rebuild. But the parts cost under $200.
How much horsepower can a 700r4 handle?
Not always a reliable transmission, the evolution of the 700R4 has created a whole line of reliable transmissions.
The 700R4 is a four-speed automatic transmission designed by General Motors to produce performance vehicles. It has an auto-acceleration function that allows you to drive at highway speeds without any problems in cars with high reverse gear.
Stock one is rated at 350 hp, but there have been some complaints when people had problems at around 300hp.
Which is better 700r4 or 4l60e?
In 1993, the 4L60E gearbox was introduced. At this time 700R4 was shifted to 4L60. 4L60E is an electronic version of an earlier model 700R4. This version requires a car computer to monitor the performance of the transmission functions. Since 1994, all GM rear-wheel-drive vehicles have been built with the 4L60E, a 360-foot torque transmission. In 1996, the 4L60E received a transmission box with a separate socket body bolted to the main body.
More powerful and powerful transmissions were built on the 700R4 platform in the form of the 4L65E and 4L70E. The 4L65E is designed for 380 lb-ft of torque. These transmissions provided stronger internal components for larger applications such as Hummer.
The 4-stage rear-wheel-drive box is structurally based on the unbeatable legendary Cadillac Hydra-Matic 700R4 series, but made by the JEM plant in Toledo, Ohio, and has proved itself at its best. It was used for many rear and all-wheel drive trucks and SUVs with an engine from 3 to 6 litres. It’s the main box for Humvees of all generations. It was even mounted on Saab and Suzuki Vitara. We also have them on Chevy Tahoe and TrailBlazer. A non-exhaustive list of machines that were used to install this family of machines is at the bottom of the page.
After the launch in ’82, they started to eliminate issues by changing the pump, hydro block, reinforcing and sealing elements. In 1993-94 another design changes were made, after which many parts with their predecessors became irreplaceable. In 1996, a serious modification was made and the hydraulic cooker control became electronic, which added the letter E: 4L60-E to the name. Packages were strengthened, planetary gears (by 5 satellites), hydro block in solenoid input channels were increased, the system of hydro transformer interlocking was changed. Also, rake band, 204020A was reinforced.
But the main invention that led to the sales boom was the solenoid regulators, which allowed for soft switching and fast acceleration, as well as controlling the slide of the lock. These boxes became a bestseller for the market of American monster giants, allowing unusually fast acceleration for that time (using the slippage of the GDT lock).
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