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Since almost all of the THM400/3L80/3L80HD's components are interchangeable and the 4L60-E/4L65-E 4L80-E/4L85-E are the successor to the Turbo-Hydramatic 400 (THM400), plus the T-18/T-18a four speed manual gearbox was standard for all years Jeeps, while through 1979 the General Motors' Turbo-Hydramatic TH400 was optional and usually coupled to the Mark IV big-block V8 (MK IV 366/396/427/454). THM400 and its 4L80E successor.

Not to mention the 1995-06 Silverado, Sierra, 1500-3500 V8 7.4L, 8.1L 4 SPD RWD/4X4 had a 4L80E, which replaced the THM400 in Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles.

There is a growing trend of replacing the 4L60-E transmission, with the T-56 (6 speed manual)

The Muncie M22 transmission from my understanding had the same bellhousing bolt pattern as the THM400.

A T-18/T-18a four speed manual gearbox was standard for all years, while through 1979 the General Motors' Turbo-Hydramatic TH400, more commonly fitted to 3/4- and 1-ton trucks rather than SUVs, was optional. For comparison, the Chevy Blazer used the TH350 automatic. After 1979, the TH400 was replaced by the Chrysler's TorqueFlite 727.

Turbo-Hydramatic 400 Successor 4L60-E/4L65-E 4L80-E/4L85-E

The THM400 (or the Turbo 400), usually coupled to the Mark IV big-block V8. THM400 and its 4L80E successor…Jeep (usually found in the FSJ pickups and SUVs on early models an adapter between the engine and transmission bell housing. Later models had an AMC specific housing. Though identical except for the bell housing pattern. used through the 60's and ending in 1979 the THM400 was masted to the Dana model 18,20 and was the only transmission used with the Borg and Warner 1305/1339 all wheel drive transfercase used only in jeeps

It has been known to adapt a THM400 to other engines via the use of adapter plates. During the 1970s, there were more BOP (Buick/Oldsmobile/Pontiac/Cadillac) transmission cores produced for the THM-400, making other transmission cases a rare find. No THM400 was produced with multicase bell housings.

For 1987 GM changed the nomenclature of their Turbo Hydramatic transmissions — the THM400 was renamed to the '3L80' (3 forward speeds, longitudinal positioning, and an arbitrary 'strength' of 80, the second highest such rating assigned). The 3L80HD was introduced in 1987 as the HD unit used in passenger trucks. In 1991 a 4-speed overdrive version, the 4L80-E, replaced the THM400 in Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles. The 4L80E (and its successor 4L85E) was the first Hydramatic to incorporate electronic controls — almost all of the THM400/3L80/3L80HD's components are interchangeable.

1995-06

Silverado, Sierra, 1500-3500

V8 7.4L, 8.1L

4 SPD RWD/4X4

4L80E

McLeod's Universal Bellhousing Kit

McLeod introduces their new modular universal bellhousing kit for manual transmissions.

The modular system means that, rather than making a long list of specific engine/trans combo custom bellhousings, McLeod only has to provide universal bellhousings for all of the popular engines and caps for all of the popular gearboxes, along with a selection of spacers and reducers, so that the end user can order up the combination of pieces needed to make his hybrid drivetrain come together. The bonus is the built-in adjustment for gearbox centering.

Currently, McLeod offers bellhousings for all popular GM V-8s. Gearbox applications include popular GM four-speeds.

MK IV 366/396/427/454

454

The big-block was expanded again for 1970 to 454 cubic inches (7.4 L) with a 4.251 in (108.0 mm) bore and 4 in (100 mm) stroke. The 1970 Chevy Corvette LS5 version of this engine produced 390 hp (291 kW) and 500 lb·ft (680 N·m), and the LS6 engine was rated at 450 hp (340 kW). It has been suggested that the LS6 was substantially underrated and actually produced well over 500 horsepower (370 kW) as delivered from the factory, although there is no empirical evidence to support this claim. Indeed, the AHRA ASA Class record holding Chevelle LS6 for the 1970 season posted a record setting trap speed of 106.76 mph (171.81 km/h) "1970 ASA LS6 454 Records", which suggests something on the order of 370 "as installed" (SAE Net) HP for a 3,900 pounds (1,800 kg) car and driver combination.

A 465 hp (347 kW) and 490 lb·ft (660 N·m) version of the 454, dubbed LS7 was also designed but never went to production. However, a handful of LS7 intake manifolds were produced and sold by a few Chevy dealers as performance parts. The LS7 was later offered as a crate engine from GM and advertised at 500 hp (370 kW).

Power began falling off after 1970, with the 1971 LS5 producing 365 hp (272 kW) and 465 lb·ft (630 N·m), and the LS6 option coming in at 425 hp (317 kW) and 475 lb·ft (644 N·m). Only the LS5 remained in 1972, when SAE net power ratings and the move towards emission compliance resulted in to 270 hp (200 kW) and 390 lb·ft (530 N·m). The 1973 LS4 produced 275 hp (205 kW) and 390 lb·ft (530 N·m), with 5 hp (3.7 kW) and 10 lb·ft (14 N·m) gone the following year. Hardened valve seats helped allow these engines to last much longer than the earlier versions, even without the protection previously provided by lead from fuel. 1974 was the last year of the 454 in the Corvette though the Chevelle offered it in the first 1/2 of the 1975 model year. It was also available in the full size Impala/Caprice until model year 1976.

GM continued to use the 7.4 L (454 cu in) in their truck line, introducing a new Vortec 7400 version in 1996. GM also introduced the 7.4 L 454 EFI in 1990 (known as the GEN V; the previous generation was known as the Mark IV produced between 1965-90; the GEN prefix was used since Ford Motor Company owns the Mark V naming rights since it was used on a Lincoln automobile between 1977-79), which was electronically fuel injected giving more power and torque. The 454 EFI version was rated from 230 hp (170 kW) to 255 hp (190 kW) and from 385 lb·ft (522 N·m) to 405 lb·ft (549 N·m) of torque. The 7.4 L 454 EFI was found on GM 3500 trucks throughout the early 1990s until replaced with the Vortec 7400 (GEN VI) in 1996.

• 1970–1976 Chevrolet Cars

• 1970–1974 Chevrolet Corvette

Jeep 2.5L/151 in³ Jeep used the GM Iron Duke inline 4 1980-1983. These use a Chrysler Torqueflite 904 automatic transmission with a Chevrolet bellhousing.

Manual transmissions

• Aisin AR5/MA5 — 5-speed longitudinal manual made by Aisin

• Aisin AY6 — 6-speed longitudinal manual made by Aisin

• FDF Germany F35 — 5-speed transverse manual made by FDF Germany

• FGP Germany F40 — 6-speed transverse manual made by FGP Germany

• Getrag 282 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag

• Getrag 284 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag

• Getrag F23 — 5-speed transverse manual made by Getrag

• Getrag 260 — 5-speed longitudinal manual made by Getrag

• Muncie M21 — 4-speed longitudinal wide ratio manual transmission made by Muncie

• Muncie M22 — 4-speed longitudinal close ratio manual transmission made by Muncie

• New Venture Gear 3500/4500 — 5-speed longitudinal manual made by New Venture Gear

• Saturn MP2/MP3 — 5-speed manual developed by Saturn for use in the S-Series from 1991-2002

• Tremec T-56 — 6-speed longitudinal manual overdrive made by Tremec

• Tremec TR-6060 — 6-speed longitudinal manual overdrive made by Tremec

• ZF S6-650 — 6-speed longitudinal manual made by ZF Friedrichshafen









(SJ)

















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