Advance Adapter kit 50-1600 (TH400 to LC 4-speed transfer case)

[Drake2]

Hello, I'm wondering if anyone has used this Advance Adapter kit for mating the TH400 tranny to the LC 4-speed transfer case? I am considering it for a build later this year and was hoping to find someone else that has some history with the kit. I also posted in the Hardcore Corner, just in case.
Thanks

https://www.advanceadapters.com/pro...d-cruiser-16-spline-transfer-caseadapter-kit/​

 

[Downey]

TH400 is very long tranny, AA adapter is long, you'd end up with very little rear drive shaft, and wouldn't have the lower first gear, and higher "overdrive" high gear that a 700R4 has- - -just my 2cents.

 

[Drake2]

TH400 is very long tranny, AA adapter is long, you'd end up with very little rear drive shaft, and wouldn't have the lower first gear, and higher "overdrive" high gear that a 700R4 has- - -just my 2cents.

Hi Jim, what is your opinion about the reliability of the 700R4 compared to the TH400? Back a few decades ago I had an 85' Chevy full-size Blazer with the 700R4 and it was always problematic. The tranny shop that worked on it said that the 700R4 transmissions were just not a quality trans.

 

[reddingcruiser]

The 4L60 (later version of the 700R4) is extremely reliable. The early 700R4 did have issues that can be addressed with upgrades by a good tranny shop. I had a TH400 back in the day, and wouldn't choose it over a 400 for all of reasons @Downey listed.

 

[Downey]

700R4's had problems when first introduced in the 1980's, surprised GM let outside tranny builders solve their problem, but upgrades became available for even the earliest 700R4's. 4L60E's are another good choice, but if you don't have the matching electronic engine to match them, then you have to add a separate 4L60E computer/controler.

 

[Drake2]

The 4L60 (later version of the 700R4) is extremely reliable. The early 700R4 did have issues that can be addressed with upgrades by a good tranny shop. I had a TH400 back in the day, and wouldn't choose it over a 400 for all of reasons @Downey listed.

Thanks Reddingcruiser, do you have any pics of your 4L60e setup that you can share? Do you have a decent length rear driveshaft? What about clearance for your front driveshaft and the 4L60e tranny pan? I know with the TH350 the clearance is very tight with the front driveshaft.

 

[Downey]

Lil'John, what's the difference in length between TH400 and 4L80E- - -I've been away from this stuff for awhile. Sure wish I could have stayed in business to keep supplying 1" thick transmission adapters.

 

[Downey]

Drake, the length of the AA 4L60E adapter may get the front drive shaft upper u-joint completely behind the tranny oil pan, but even if it doesn't, AA sells the smaller upper u-joints. I believe their joint kit is about 3" diameter, Downey use to make one that was about 2 3/4" diameter.

 

[reddingcruiser]

Running the Tacoma extended travel from Marlin Crawler makes drive shaft issues more palatable by moving the drive shaft tube farther from the transmission oil pan.

My 40 is SOA on flipped 60 springs, so we might be comparing apples and oranges. Add the engine placement issues and it gets more confusing. FWIW, If you have have the traditional "Downey" engine placement your drive shaft should probably end up in the 17" - 19" range.

 

[Drake2]

According to AA the total length of the transmission and adapter to a LC 4-speed tcase is as follows:

Ford C4 + adapter to LC 4-speed tcase = 24.250"
TH350 + adapter to LC 4-speed tcase = 26.94"
TH400 + adapter to LC 4-speed tcase = 26.94"
4L80e + adapter to LC 4-speed tcase = 28.69
4L60 + adapter to LC 4-speed tcase = 30.125"
4L60e + adapter to LC 4-speed tcase = 30.125"
700R4 + adapter to LC 4-speed tcase = 30.125"

 

[Downey]

Drake, then if you don't have the engine computer (ECU) that also controls shifting of the 4L60E, then I'd go 700R4 with the longer adapter, then fudge the engine forward a bit to gain more rear drive shaft length (given that it was customary to move the radiator rearward a couple inches on Chevota conversions, you could instead move the engine forward a couple inches).

 

[Drake2]

Drake,
What engine are you trying to running?

LilJohn, I am running a SBC400

 

[badsamaritan]

2004R is another option, dimensionally very close to the TH350 but with OD if that's a requirement. It's the transmission that was in the turbo Grand Nationals.

 

[Drake2]

Follow up question: What is your intended use/ type of wheeling?

In that case, I would 100% skip the 700r4 and spend the money you 'save' not upgrading one to getting an Orion and use the TH400 already in your rig.

From your initial question, it doesn't sound like you want/need overdrive. If you have 4.1 gearing in the axles, your engine will pull your 35" tires fine onroad for rubber overdrive.

I was not aware that AA made the Orion unit so I will have to look into it. Thanks for the suggestion.

 

[Drake2]

Follow up question: What is your intended use/ type of wheeling?

In that case, I would 100% skip the 700r4 and spend the money you 'save' not upgrading one to getting an Orion and use the TH400 already in your rig.

From your initial question, it doesn't sound like you want/need overdrive. If you have 4.1 gearing in the axles, your engine will pull your 35" tires fine onroad for rubber overdrive.

Lil John, I reached out to AA today for assistance with the Orion/Atlas possibility. It really sounds like that may be the way to go. Let's see what they recommend.

 

[Drake2]

You might try contact @orangefj45 at Valley Hybrids(Georg) for the Orion. He has done a TON of installs and sales of them. Last adapter I bought through him was a pretty good price compared to other AA resellers.

If you already have the TH400 and 'really' want an offset transfercase, I think it is a reasonably strong compromise for an FJ40 I did find a TH400 to split case adapter... through Marks Offroad. It was over $2k That was more than the Northwest Fab Blackbox doubler to splitcase I used in my second FJ55.

Lil John,
It's not that I "really want" an offset transfer case but if I go with the NP205 that is on the back of the TH400 trans then I will need to change out the rear axle for something with a center output. This new FJ40 build will not be the hardcore mudder the last one was. In fact, it may very well spend most of it's life as a daily driver (city & highway). Just trying to build a reliable daily driver with 35's that can hit the highway for some LC meets in other states (Illinois, Indiana, etc).....maybe even drive to GSMTR again.