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Note that the '68-'69 (and a few rare '70 472s) use a block that looks identical at first glance, but bears different casting numbers (ending in 6238), has smaller oil passages and does not have clearance for a 500 crank (rod bolt notches in bottom of cylinder bores). One easy way to identify a 425 or 368 vs a 472 or 500 Cadillac engine block is to look at the rear of the block.
Another way to identify a 425 or 368 vs a 472 or 500 Cadillac engine block is by the shape of the timing cover or the opening it covers. The 425 and 368 crank is the same stroke as the 472 crank, and is physically interchangeable, but this is not recommended due to balancing and weakness issues. The last 3 digits of the casting number can always be found on the bottom side of the head, in a recess under one fo the center exhaust ports.
The third place the casting number can be found is on the top of the left (driver's fromt, passenger's rear) exhaust port. When ported and equipped with oversized valves, considering the same level of port work, the 76cc heads outflow the 120cc heads, making them a better choice for maximum performance. The un-ported aluminum heads outflow most ported iron heads, with the exception of our best iron heads.
There is some variation in the first few digits of the casting numbers for various reasons. Used vehicles sale chevrolet buick gmc fairbanks, Discover our used cars for sale at chevrolet buick gmc of fairbanks.
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I have thought about this and will leave this post open UNTIL the first irrevelant post I see, at which time I will lock it and all responses to this subject will need to be sent to me, Crosley, or Jon via Private Message, at which time one of us will update the thread with the supplied information.
We DO NOT want to bad mouth this transmission in this thread, just inform as best we can, everyone has an opinion, but at times some opinions just need to be kept hushed. I have very limited experience with this particular transmission, so I will learn a few things myself. Remember, share as much information as you can about this transmission, including pictures, diagrams, links to other sites, and text. If anyone has a question about this subject in the future after we have deemed this thread a success in knowledge, then hopefully they will find their answer here. Its a bit of a Janet and John document, Doesn't actually give any decent information on pressures etc. I had hoped I would get more attention than I have on this subject, and since I had not as of yet I am adding a few more tidbits to the thread. The Turbo-Hydramatic (TH) 700R4 automatic overdrive transmission was introduced to Chevrolet vehicles in 1981 for the 1982 model year vehicles. If I wouldn't have recently sold my 1985 GMC Suburban I could have taken a couple pictures of the cast cover. There were also a few changes made to the V-8 model 700 to give it the ability and dependability to be installed into the Chevrolet Camaro, and Corvette, and in certain cases the Corvette version received even more enhancements. There were various differences in the same model transmissions needed to be able to be used with the different engines and the same transmission, obviously the 200 inch V-6 will have a bit of a problem driving the 700 that was designed to be bolted behind a 6.5 turbo diesel, or a big block engine. Like I stated before the 700R4 was introduced in 1982, this transmission had a 27 spline input shaft, and many cumulative problems and bugs that had given the 700 a reputation that it wasn't reliable or desireable and it was revised to include many upgrades and changes that changed its reputation a little, it was given a 30 pline input shaft, many internal re-design modifications and deemed to be a better version. Without pictures, the 700 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts, 3 bolts front, 3 bolts rear, 5 bolts left side, and 5 bolts right side.
The tailshaft housing is held onto the main case by 4 bolts, and from my own experience uses a square-cut o-ring seal and not a gasket. All versions of the 700R4 transmissions can be affordably rebuilt with stronger components in nearly every area.


TH-700R4 to the Dana models 18, 20, and 300 transfer cases, and the New Process (predacessor to New Venture Gear) NP-231. There are several adapters from Advance Adapters, that allow these same swaps, and a few others. Advance Adapters also manufactures an adapter plate to mate Ford small-block engines to Chevy automatic transmissions. There are also adapters for early Hemi's and later model Chrysler engines to be able to mount the GM automatics to them.
These are url's to websites I have gathered information from while working on this informational thread. A diagram of the transmission pan gasket showint the orientation of the 16 bolts that hold it to the transmission main case. Rear stepside bed fenders & braces - chevy truck parts, Rear stepside fenders bolt directly to the bedside just as original. Via email, text message, or notification as you wait on our site.Ask follow up questions if you need to. Tory Johnson, GMA Workplace Contributor, discusses work-from-home jobs, such as JustAnswer in which verified Experts answer people’s questions. Technician turned service manager on multiple lines of trucks and engines, used in industry. The email address entered is already associated to an account.Login to post Please use English characters only. Number Decoder diagram for our customers and anyone searching for more education about chassis identification. Since many Cadillac 472 and 500 engines use the same block, and the later (425 and 368) engines look similar, as well, you'll have often to have a look deeper than the block casting numbers to finally determine which species of torque animal you have there.
The block casting number is found at the rear of the Cadillac engine, between the intake manifold and transmission bell housing, right next to the oil pressure sending unit. The 2 smaller engines have a 'box' shape cast in near the oil pressure port, which makes identifying them at a glance fairly easy. The later blocks have a pronounced extra cutout toward the passenger's side of the opening, and extra material on the timing cover to cover it.
The 425 and 368 crankshafts can usually be identified by a scalloped shape to the flywheel mounting flange. The full 7 digit casting number can be found on the top of the head, between the rocker mounting points.
This recess does not get machined when you surface the head, and hangs out over the lifter valley, so you can read it with a mirror after pulling the intake manifold, if it's not covered with crud. The aluminum heads also have much more room for porting than the best iron heads, so they can be ported to flow much better. While all '70-'76 Eldorados and all '75-'76 cars (except the Seville) came from the factory with a 500, it is generally very difficult to tell if the engine is original on a 30+ year old vehicle.
If you don't think you see your casting number, start at the end of the number and work backwards. You currently have 0 posts.To view links or images in signatures your post count must be 10 or greater. My main reason for choosing one is the overdrive which will lower cruising rpm and fuel consumption.
Doesn't have any copyright notices on it, so I guess its OK to mirror it for the time being. The only other difference I have found here is that the torque convertor cover (dust cover) for the 4WD version was made of cast aluminum instead of stamped steel or molded plastic, and it used much larger bolts to attach to the transmission, as it also made provisions to attach strut rod re-inforcement's from a bracket that mounted under the motor mounts to the lower portion of the cast aluminum dust cover. Additionally, shift improver kits are available to provide firmer, quicker shifts, reducing slippage, heat and clutch wear. A later version of this transmission, the 4L60E, is an electronically controlled variation, utilizing a reluctor ring (similar to that in an ABS application) and magnetic pickup, together called the Vehicle Speed Sensor (VSS). The kit consists of a steel adapter plate, dowel pins, torque converter spacer adapter, and mounting hardware.


I live in a remote area and hope I can fix this myself as dropping the truck at the closest shop is an all-day event and I am an owner operator. It is nice to know that this service is here for people like myself, who need answers fast and are not sure who to consult. I liked that I could ask additional questions and get answered in a very short turn around. Not only did you answer my questions, you even took it a step further with replying with more pertinent information I needed to know. Years through 1981 to 1989 pickups the VIN # consisted of the division number, GVW Range, Chassis Type, Series, Body Type, Engine Description, and Year. This '74 piston has no swirl chamber, no valve reliefs, not even the 8cc depression of the '74-'76 500 piston (round dish, approx. Be carefull breaking loose the carbon buildup if you plan to use the engine without rebuilding it - that carbon grit you break loose will wreak havoc in the engine (bearings, etc).
This is another quick way to ID a core as a 425 (head number 423) when junkyard hunting, etc. There is no off the shelf high compression piston (over 9:1), in production at this time, for the 120cc heads.
The power limit on the ported iron heads is well beyond what most bracket engines are built to make. Mid'70-'73 engines do not have the heat passage around the carb, and have a round choke well with what looks like a freeze plug in the bottom of it. There are also many styles of torque converter to better configure the transmission for off-road use. The VIN Identification Number moved from being mounted to the door pillar to the dash panel near the where the windshield and dash panel assembly meets. The Dish is shaped something like a figure 8 or 'squashed peanut', and is sometimes described as 2 overlapping round dishes.
The '250 and '902 heads are equipped with built in smog rails, while the '950 heads were not. As for flow, the 76cc and 120cc heads flow within a few percent (all 5 castings) with stock valves and no port work. Of course, it is worth noting that the fastest Cadillac powered vehicles out there have our ported iron heads, not aluminum heads, because there is a lot more to going fast than just airflow. In most cases, if they are the same year, they will be absolutely identical except for the crankshaft and pistons. While we provide the 'official' full casting numbers in this chart, we only use the last 2 digits to ID cranks, the last 3 digits to ID heads, and the last 4 digits to ID blocks, and that method is always accurate. 1973 chevrolet c20 pickup restoration, chevy truck history, tips, tricks, chevy truck links, chevrolet parts. In 1998 the 4L60E was re-designed to include a removeable bellhousing and a shorter main case length, along with a 6-bolt tailshaft housing as opposed to the 4-bolt earlier configuration. Note the ID picture is of the current replacement piston, which has valve reliefs not present on the original.
Most custom forged pistons have the name of the piston manufacturer on the inside of the skirt, as well. Not all '250 and '902 heads were drilled for smog rails, if they were installed on a non-smog '70 car, even though the extra material is in the casting.
Note that while electric chokes and HEI distributors were '74-up only from the factory, it is not un-common to find them retrofitted to early engines.
I can also here vents changing position when I switch the positioning on the controls, and I have power to the control console.



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