1/7/2011 2:17:39 PM
Topic:
Need for wiring harness
jgcaseyjr
Posts: 1
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I read carguys post about the need for the wiring harness on his year old transmission. I have the same questiion but my trans has a fresh rebuild. I want to use your module but would rather not spend the extra money if I'm going to replace it with the same wiring . Is there some way to tell if my internal harness is OK?
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12/6/2010 3:17:35 PM
Topic:
Torque Converter Installation
Casey
Administrator
Posts: 4
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1. Using a lift or jack stands raise car off the ground far enough to be able to slide transmission out from under the vehicle.
2. After the vehicle is raised, drain the transmission fluid into a drain pan by removing the pan bolts from the rear half of the pan then slowly loosen the remaining bolts to allow pan to tilt down towards the ground allowing the fluid to drain into the drain pan.
3. Remove the battery cable, starter (if necessary), driveshaft, torque converter bolts,exhaust (if necessary), cross member and all of the transmission bolts except for one near the dowel pin.
4. Raise the transmission up slightly by placing a suitable transmission jack under the transmission.
5. Remove the last bellhousing bolt and remove the transmission.
6. Check the flexplate for cracks and chipped teeth on the ring gear. Take the new torque converter and hold it against the flexplate to see if the application is correct by checking that the pilot size and bolt circle are correct.
7. Adda quart of new transmission fluid to the torque converter. Using the aid of a helper, stand the transmission on the tail shaft and carefully install the torque converter onto the transmission. Spin the torque converter and listen for 3 distinct clicks as it drops into the transmission. The following are measurements you can make to insure the torque converter is in all the way in the transmission:
Chrysler 727=1.250” from bellhousing to Ring Gear.
GM TH350, Powerglide=1.125”from bellhousing to converter pads
GM TH400=1.187” from bellhousing to converter pads.
GM 700-R4, 4L60E,200-4R=1.125” from bellhousing to converter pads.
GM 4L80E=1.030” from bellhousing to converter pads.
Ford C6/C4=1.125” from bellhousing to converter pads.
AODE-1.030” from bellhousing to converter pads.
AOD=1.000” from bellhousing to converter pads.
Distance may vary+/- .050”
8. Remove any debris in the crankshaft pilot hole and lubricate. Clean and lubricate the dowel pins. Check to see that dowel pins will be in the transmission bellhousing by more than .250”
9. Mount transmission to the back of the engine block making sure the bellhousing fits squarely against the block. If it does not, find out why! Is there something between the bellhousing and block or has the torque converter slipped out of the transmission? DO NOT PULL UP THE BELLHOUSING TO THE BLOCK USING THE BELLHOUISNG BOLTS!!!!
10.After the transmission bellhousing bolts are tightened, check to see if the torque converter will turn by hand. Push the torque converter back into the transmission as far as it will go. Using feeler gauges or calipers measure the gap between the flexplate converter mounting pad and the torque converter mounting pad. If gap distance is between .060” and .187” it is OK to bolt up the torque converter. If the gap is greater than .187” install a .060” flat washer between the torque converter and flexplate
11.Finish installing the cross member, exhaust, driveshaft, etc. Add 5 quarts of good quality transmission fluid. Start the engine and immediately add 2 more quarts. Check the fluid and finish filling the transmission to proper level.
edited by Casey on 12/6/2010
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11/10/2010 8:31:04 AM
Topic:
question for a transmission tech
Casey
Administrator
Posts: 4
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lopezz wrote:
I have to questions firstly,How much power can a stock transmission handle? and other one i have to ask is how much power can they handle with a converter and valvebody upgrade? =============== Luxury Motorhome Accessories
What transmission are you asking about? As far as upgrades to the converter and valvebody, they don't increase the strength of the transmission. To increase the strength of the transmission you have to do internal modifications.
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11/10/2010 2:07:08 AM
Topic:
question for a transmission tech
lopezz
Posts: 1
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I have to questions firstly,How much power can a stock transmission handle? and other one i have to ask is how much power can they handle with a converter and valvebody upgrade?
===============
Luxury Motorhome Accessories
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9/15/2010 9:55:41 AM
Topic:
question for a transmission tech
misty
Posts: 1
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okay, i have a Isuzu Rodeo, needs tranny fluid. how?
edited by Casey on 9/15/2010
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8/10/2010 1:56:38 PM
Topic:
4L80 , getting hot
Joe
Posts: 19
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Kent, I need a little more information about your application; What kind of vehicle is this in and what kind of controller do you have? Is this a problem that just developed or have you been fighting this since the installation of the transmission? I feel it is probably more of a lock up control problem than a cooling problem. A high stall converter will produce more heat but when it goes into lockup, all of the stall is gone and it should cool right back down. The oil flow goes from the pump through the converter and then to the cooler. When the oil comes back from the cooler it is the lube circuit for the transmission so keeping it cool is important. With a little more information I feel we can help you through this.
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8/10/2010 12:01:46 PM
Topic:
Olds Trans
Joe
Posts: 19
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With the 455 engine your options are a bit limited unless you use an adapter plate. For cruising the 200-4R has the same bolt pattern but is a little light on the 550 TQ. The TH400 is generally a strong transmission and your best option may be to freshen that one up and add a gear vendors OD on the back for cruising and autocross. You can call or email me at the office to troubleshoot the TH400 and for pricing, info@bowlertransmissions.com or 618-943-4856
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8/9/2010 1:59:20 AM
Topic:
4L80 , getting hot
Kent
Posts: 1
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I have 4L80 trans w full manual and brake + a 10" converter w stall 4600 582 engine 4300 lbs car. There is some issues I think of #1. heating problem, the derale 15800 cooler w fan do not get same temperature of oil as gauge reads in rear of pan when pan has 230 cooler gets 140 and cooler cools off to 105, lucky me I do not have a inline thermostat for the trans and it do not stop heating at 230 it moves on slowly upwards at "regular" streetdriving and it do not cool of at idle either. I do have the special rear fitting.
#2. fourth gear is very soft engaging and hardly feels in but I guess that is ok with that converter but the lockup only engage at rpm below 1000 and when it comes to 1500 it disengages and third gear seem to get engaged.
I have measured pressure at the left of case and it is 230 PSI on all FW gears, I have not measured w lockup at 1000rpm.
Do anybody have a idea about why heating problem is this way , it seems to me that the fluid from cooler is mixed with the hot fluid and back to cooler again, how is the oil going in this transmission.
The transmission seems to work good on all three gears, no pieces och abnormal dust in pan, oil a little darker red than new.
I need help !
/Kent
edited by Kent on 8/9/2010
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8/6/2010 11:24:59 PM
Topic:
Olds Trans
jocko124
Posts: 1
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I have a 66 Cutlass with a TH400. It's been acting up a bit lately. What are my options? Rebuild versus what trans? I pretty much cruise with it. I may get into some autocrossing in the future. The engine (455) dyno'd at 500 HP/550 TQ.
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6/15/2010 3:23:43 PM
Topic:
GM transmission...quit pulling
Joe
Posts: 19
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Losing everything all at once like that will be converter or pump related. I had the same thing happen on my 51 Chevy with a TH350. The thing must have flexed just enough and the converter hub spun across the top of the pump gear. I have also seen the turbine spline break a weld inside the torque converter. The first thing I would check is to see if the pump is pumping fluid. You could just take out the pressure plug on the drivers side or break a cooler line. If you have good pressure, the problem is the converter and the transmission is probably OK. If there is no pressure, the pump is damaged and will need to be repaired. One other thought; If you are using front mounts on your engine, you may want to change to a center mount on the engine because with the 200-4R it makes a real long span between mounts. These vehicles originally had bell housing mounts on the transmission. If you are using a mid plate mount between the engine & transmission, make sure you don't have too much space between the flex plate & converter.
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6/15/2010 3:13:54 PM
Topic:
GM transmission...quit pulling
Carguy
Posts: 16
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looking for some help . was driving my 1950 chevy hot rod today was running around 65 in lockup when I hit a dip it felt like it went into neutral lost all gears . I have a 200-4R and just replaced the converter about 300 miles ago thanks for any help
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6/15/2010 9:04:07 AM
Topic:
Module without the solenoid
Joe
Posts: 19
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Yes, the delay switch is in the external module and we do sell it separately for $99.00, however, the transmission needs to be wired correctly for the module to work. The 200-4R has several different wiring setups depending on application. Most 200-4R transmissions are computer controlled and the 4th clutch is just a signal to tell the computer when you are in OD. Other brand lock up kits use a completely different setup and will not work unless you pull the pan and rewire it anyway. I could talk you through it or our kit has the correct solenoid, switch and instructions. Even though it's only a year old, I would recommend pulling the pan and doing a service anyway, most companies, including us recommend a 6 month service after rebuild.
edited by Joe on 6/15/2010
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6/15/2010 8:49:14 AM
Topic:
Module without the solenoid
Carguy
Posts: 16
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I have a question about the lock up control module. Does the 8 second control come from the box itself (which I'm assuming, since that is the part different from the other companies) or the pressure switch? If it’s the module itself, is it possible to purchase just the module? I currently have a Brand X 200R4 that has been in the car less than a year. Had I known about you guys sooner that may be different.
edited by Carguy on 6/15/2010
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6/8/2010 4:59:40 PM
Topic:
Midwest Muscle Car Challenge
Casey
Administrator
Posts: 4
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Congratulations to Brian Finch who was the overall winner of the Midwest Musclecar Challenge. For a list of results please go to www.midwestmusclecarchallenge.com We would like to thank all of the participants and everyone who came out to watch!
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6/8/2010 4:26:06 PM
Topic:
2010 Day at the Strip
Joe
Posts: 19
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2010 Day at the Strip: July 17th - 18th Located at the Mid-America Air Center just north of Highway 50, East of Lawrenceville, Illinois.
Event Schedule:
Saturday July 17
Cruise-In & Car Show Registration 3pm
RideTech Autocross 3p.m.-Dusk
Baer Brakes Speed Stop Challenge 3p.m.-Dusk
Cruise through Lawrenceville to McDonalds at 5:30
50/50 Tickets & Raffle
Sunday July 18:
Car Show Registration 8am-12pm, Judging 12-2pm
Bowler Quarter Mile Passes (Helmets Mandatory) 10am-12pm 1pm-3pm
15 cent hot dogs, 10 cent sodas
50/50 Tickets & Raffle
BBQ Dinner *for registered vehicles*
Awards @ 3pm. *Custom Wood Trophies*
For more information please visit: www.dayatthestrip.com or call Bowler Transmissions at 618-943-4856
edited by Casey on 6/8/2010
edited by Casey on 6/22/2010
edited by Casey on 7/12/2010
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6/8/2010 4:06:32 PM
Topic:
Goodguys Hot Rod Nationals
Joe
Posts: 19
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Goodguys 22nd Hot Rod Nationals: June 11, 12 & 13, 2010. O'Reilly Raceway Park, Indianopolis, Indiana
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6/8/2010 3:54:39 PM
Topic:
Manual transmissions
Joe
Posts: 19
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Unless you are putting this into a heavy truck application the only 6 speed that can handle that kind of torque and give you the overdrive ratio that you want is a T-56 Viper style transmission. This transmission is rated at 650 ft lb of torque and has ratios of 2.66/1.78/1.30/1.00/.74/.50). We also supply bell housings to fit the 440 engine as well as the flywheel, clutch and pressure plate.
edited by Joe on 6/8/2010
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6/8/2010 3:41:30 PM
Topic:
Manual transmissions
Carguy
Posts: 16
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I am building a 440 with an 8-71 blower on it. I will only be running 9 - 10 psi of boost, However I run into the problem of finding a manual transmission that can handle the Torque output (estimated 700 - 800 ft/lbs). Would you guys be able to manufacture something that could handle that or do you know of someone that can? I am also looking for it to be a 5 or 6speed with an overdrive between .5 and .6
edited by Carguy on 6/8/2010
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5/18/2010 4:22:34 PM
Topic:
Midwest Muscle Car Challenge
Casey
Administrator
Posts: 4
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TheMidwest Musclecar Challenge is a four-element event open to domestic vehicles. The event will be run on May 29th&30th at two of the Midwest’s premier facilities, Putnam Park RoadCourse, in Mount Meridian Indiana, and the Mid-American Air Center,located in Lawrenceville, Illinois. The four elements include roadcourse, street driving, autocross and a speed-stop challenge.
Thehigh horsepower fun will begin on Saturday with the BFGoodrich Hot LapChallenge. Putnam Park Road Course is a 1.87-mile, 10 turn, highlytechnical facility. A full day on the road course assures everyoneplenty of track time and there will be instruction available fornovices or those that want to improve their existing skills.
Thetrack day will be followed by the Bowler Performance Transmissions99-mile cruise that will wind its way through the scenic byways ofsouthern Indiana and Illinois. Utilizing primarily two lane highwaysand county roads, this element will highlight the road handling mannersof the vehicles and give all the participants an opportunity to relaxafter a day at the track.
Bowler’s 99-mile cruise will concludeon Saturday night with the world famous RideTech Bar-B-Que rib feast.Socializing and bench racing are the two primary items on the agendafor the evening.
Sunday morning promises lots of activity forthe day and the Mid-American Air Center is the ideal location tocontinue the high-octane extravaganza!
The nearly unlimited sizeof the Air Center allows for the creation of a one-of-a-kind RideTechStreet Challenge Autocross course that will thrill both the drivers andspectators and push the entries to the ragged edge of performance.
TheBaer Brakes speed-stop challenge also promises to be an exciting eventas we test the limits of acceleration, braking and driver skills all atthe same time! The “stop box” will be the ultimate proof of mechanicalfunctionality and driver talent.
If that’s not enough RPM to putyou into the rev limiter, The Midwest Musclecar Challenge will alsoinclude a non-judged show-n-shine area to showcase some of the mostbeautiful automotive craftsmanship on the planet.
Registration will be limited to thefirst 60 entries. Entry fee is $300 after April 1and $350 the day of the event. Entry includes one vehicle, two adultsand dinner on Saturday. Stand-alone show-n-shine entries are $25 andinclude two adults and dinner.
Bowler Performance Transmissions,RideTech, Baer Brakes and BFGoodrich are proud sponsors of the MidwestMusclecar Challenge. The event is produced by FM3 Performance Marketing.
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5/18/2010 1:07:29 PM
Topic:
200-4R shift issues
Joe
Posts: 19
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Sounds like you need our Tru-Shift throttle correction system. On a 200-4R transmission the pressure in the transmission is controlled by the throttle cable. If you have an earlier carburetor that was set up with kick-down linkage, your cable won't start pulling until you're at 3/4 throttle. this will give you real early shifts& burn up your transmission from low pressure. Please visit our website www.bowlertransmissions.com.The Tru-Shift corrects the geometry so that the cable starts pulling as soon as you start to accelerate. Also look at the lock-up control module, this will save fuel at highway speeds, prevent overdrive clutch burn out from too much slippage and help your transmission run cooler. If you order both, they call it the Total Cure Package and you save a little money over ordering them separately. I also have a 51 Chevy(truck), good luck with your project and let me know if you have anymore questions.
edited by Joe on 5/18/2010
edited by Joe on 5/18/2010
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