going back to auto and paddle shift, need advice

[dusterbd13]

im thinking about going back to an auto in my truck. i had a 700R4 in it, and never liked the way it shifted. when it died, i swapped to a five speed. now that my knees are getting really bad, im thinking about swapping back to an automatic. that way i can still enjoy my project after surgury....

anyway, i drove a C6 vette with paddle shifters. that thing was a hoot. im running a 60 degree v6 from GM (2.8, 3.4, n*) so my options are 700r4 and 4l60E that i know of. i have seen paddle shifter setups for both of these transmissions.

i am running a 7727 ECM from a 93 vette, so i believe that it has the programming to operate an electronic trans. not certain, though.

so, my quetions are:
1. will a paddle shifted older automatic operatle like to 08 vette paddle shifter setup?
2. which trans will get me there?
3. what mods do i need to make it live on track and street with the paddle shifter?
4. what else am i gonna need other than the obvious?
5. how much should i be looking at spending?

[Steve Chryssos]

The best place to start is by putting the paddle shifter out of your mind for now. Concentrate on choosing between electronic (4L60E) and pre-electronic (700R4). That's because the biggest difference between the two choices is transmission calibration. You did not like your previous 700R4. If you had the ability to quickly and easily calibrate the trans for your exact application and your exact driving preferences, you would like your automatic much more. That is what the 4L60E and computer provide.

Want the 1-2 shift to happen a little sooner? Change the calibration
Want to delay the 3-4 shift until a higher speed? Tweak the calibration.
Want softer or firmer shifts? .....You get the idea.

With the 4L60E, you can fine tune your automatic mode calibration and then choose paddle shift mode to override the part throttle shift tables.

To answer your questions:

1) Yes, but not exactly. The new 6L transmissions offer better engine braking. Think of any automatic paddle shifter as an override switch. It gives you control over when the shifts happen.

2) The 4L60E works well in both automatic and paddle shift modes. It does so by speaking directly with the shift solenoids. You can accomplish paddle shift on a 700R4 by calling Mastershift. Instead of speaking directly to the shift solenoids, the Mastershift system moves the gear selector on the side of the 700R4.

3) Depends on if you need engine braking. If not, that v6 can work with a basically stock trans. I like the see a shift kit for firm shifts. Then soften with the calibration.

4) If you want paddle shift, you pretty much need a standalone TCU that has the capability. The 93 vette ECM does not have it. I like to see you run one of our 9.5" billet converter with oversized lock up clutch. We have advanced control over lock up, might as well use it. If you want to emulate that new vette trans, the right converter will go a long way towards making that happen.

5) Computer, torque converter and paddle shifter will run about $2400. Here at Twist, you can spend that money in stages and still receive a package price as well as lifetime tech support, free calibration and warrantee.

[Bryce]

Steve, what kind of options do you have for a small block ford trans? Is an AODE the only option? What about a C4 with a gear vendors OD.

[Steve Chryssos]

We only support the electronic stuff, so AODE 4R70W. Great transmissions. Just be sure to keep track of the year of manufacture or describe the case plugs when you order so that we can supply the correct harness.

[hmartin]

Steve what is possible with a 427 BBC built to the new ZZ427 specs in a 67 Chevelle? In other words which tranny would fit and work best?

[Steve Chryssos]

That's a nice engine. They underrate them though. Specs are probably closer to 450HP and 475 Ft-Lbs of torque. And there is a lot more potential with a cam swap.

Oh yeah, transmissions: At that torque capacity, you can comfortably run a relatively stock 4L80E with a shift kit or a well built 4L60E.

[hmartin]

[QUOTE=streetfytr68;675362]That's a nice engine. They underrate them though. Specs are probably closer to 450HP and 475 Ft-Lbs of torque. And there is a lot more potential with a cam swap.

Definetly a cam swap to larger hydraulic roller! I just wanted to make sure I bought the right transmission the first time. I intend to beat on it every once in awhile!

[Poorhousenext]

5) Computer, torque converter and paddle shifter will run about $2400. Here at Twist, you can spend that money in stages and still receive a package price as well as lifetime tech support, free calibration and warrantee.

Steve,

You may have just gave the best argument I've seen for buying TCI's 6 Speed Auto.

1. TCI 6 sp package, list price is $6010.00. Best price I've found is $5410.00.

2. Package includes everything you mentioned needing, except Torque Converter. Depending on HP/TQ. I don't know how much of your $2400.00 quote is for a converter. Lets say it's $800.00.

3. No used core to buy and have built. It's a new transmission that is advertised to be capable of handling an 850 HP engine. Comes with a Limited Lifetime warranty.

$5410.00 + $800.00 = $6210.00 - $2400.00 = $3810.00.

Now subtract out the cost of not a 4L80E core and build, but a 4L60/65E that will hold a 450 HP/475 TQ engine. Lets say you pay only $1800.00 dollars for one.

Now for $2010.00 dollars or even less depending on how much HP/TQ you want a 4L60/65E to handle, and you have a 6 speed transmission that will handle upgrades to your engine of 200 to 400 more HP. Go with a 4L80E and the cost narrows even more.

It also can do what no 4 sp auto and IMHO what GM's 6 can't do either (Note: I have a build in progress with 1 of those too, so I'm knocking my on trans choice).

1st - 5th Gear splits that can match up with a 6 speed manual transmission's 1st - 5th gearing.

Those gear splits just may be far more important when down shifting than up shifting. They should allow for keeping the engine in it power band far better than a 4 sp auto of which 1 gear is OD, vs 5 non OD gears of TCI's 6 speed. Those splits may allow for better use of engine braking too.

If a Pro Touring car is about more than straight line racing, down shifts that keep engine in it power band are critical for it to be completive with a manual trans PT's.

How much do I believe in what I've posted. I just modified my trans X-member to allow for use of a 4L80E based transmission.

[Steve Chryssos]

That's great Jere. Let us know how it works out.

[dusterbd13]

so, since i have the capability of tuning this ECM, can i patch some code into it to operate with the paddle shifters, or is the standalone unit the only option?

also, other than increased compression braking, what benifits will your torque converter have over the stock one? remember, this is a 60* V6 that is relatively stock, and will remain so.
michael