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I have driven several high-HP Mopars backed with the GM trannys and Mopar OD trannys. Friends of mine have GV units. Some of them work trouble-free, some don't.

My point here is to build a relationship with a company that can support you no matter what decision you make. In my experience, American Powertrain will give you a better experience than the company you are considering working with - probably end up using the same type of transmission in either case.

Contact: Gray Frederick - gray@americanpowertrain.com or Matt Graves: matt@americanpowertrain.com

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I have driven several high-HP Mopars backed with the GM trannys and Mopar OD trannys. Friends of mine have GV units. Some of them work trouble-free, some don't.

My point here is to build a relationship with a company that can support you no matter what decision you make. In my experience, American Powertrain will give you a better experience than the company you are considering working with - probably end up using the same type of transmission in either case.

Contact: Gray Frederick - gray@americanpowertrain.com or Matt Graves: matt@americanpowertrain.com

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Do they carry autos for Mopar?

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700R4, 4l60, 4l65E, or 4l70E's where meant to handle ~300 lb/ft of torque stock. They need some serious mods to handle a stroked BB in a heavy car. Heck, they tune the 4.8's and 5.3's down with the ECU just to get them to last in the trucks.

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Horsepucky.
I have countless friends running high 10's with LS powered F-bodies. Ported stock heads, big nasty cam, 4000+ converter, 125 hit of gas and bone stock transmissions with a good tune.
My folks have had a tune in their 03 Suburban for the past 60,000 miles that cut torque management in 1/2, firmed shifts up and really dialed the a/f and timing in on the 5.3 in it and have had nary a peep out of the trans. Many of those miles are pulling a 23' Cobalt.
4L60's are a good transmission. Keep them cool and they'll last a good long time.
My wife's TBSS (LS2) had over 60,000 miles on it post-tune and no issues with it either and it ran very very well for a 4500lb SUV with 400+hp.

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...Ok Ok, you're right. Put in and let her rip. All those trans guys fixin' them with fragged sun shell/clusters and broke input shafts are just crazy. Just pointing some things to look out for. I have a 4l65E in my 4600lb shortbed 5.3 with 0% TM/abuse with 3200 stall and it has held up driving everyday and track time. Is it strong or am I just careful? I can tell you it would not last behind 600lb/ft of torque, sticky tires, and 4000lbs. of car flogging it for very long.

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Oh and if you don't want to mess with the electronics for them you can make the unit full manual shift.

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Maybe a little off topic, but what about the Bankruptcy filing of Keisler a couple years ago? Any attorney's shed some light on the topic?

http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf

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Oh and if you don't want to mess with the electronics for them you can make the unit full manual shift.

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Maybe a little off topic, but what about the Bankruptcy filing of Keisler a couple years ago? Any attorney's shed some light on the topic?

[url=http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;

_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf]http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf[/url]

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Oh and if you don't want to mess with the electronics for them you can make the unit full manual shift.

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Maybe a little off topic, but what about the Bankruptcy filing of Keisler a couple years ago? Any attorney's shed some light on the topic?

[url=http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;

_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf]http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf[/url]

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The bankruptcy filling was on Shafi Keisler's "personal" holdings, unrelated to Keisler Engineering (separate entity), his company was not "named" in the chapter filling, as it had no bearing on the matter

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Oh and if you don't want to mess with the electronics for them you can make the unit full manual shift.

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Maybe a little off topic, but what about the Bankruptcy filing of Keisler a couple years ago? Any attorney's shed some light on the topic?

[url=http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;

_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf]http://www.tneb.uscourts.gov/opinions/stair/06-29-2009;_Shafi_Keisler_and_Kelly_Dickens_08-34321.pdf[/url]

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The bankruptcy filling was on Shafi Keisler's "personal" holdings, unrelated to Keisler Engineering (separate entity), his company was not "named" in the chapter filling, as it had no bearing on the matter

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Currently,I have a gearvendors in my 74 Roadrunner. I built my own tranny internal under supervision, reverse manual valve body..., 2600 stall, and installed the tailshaft with GV unit on afterwards.
I vastly recommend it, as planetary gears, it takes a serious beating. The overdrive, .78, is close to most cars/trucks overdrive in general... Unless you MUST sit at 100mph constantly, with my 410s and a 27.5" tire I can sit comfortably at 75mph.
The PROS - Its overdrive is absolutely fine for an automatic. Yes the 5 speeds have better setups like .64 etc...but depends what you are looking for. The install was extremely straight forward, has not ONCE given me a problem. I find the .78 to be sufficient for my cruising with the 4:10s, maybe 3:91s may have been better to bring my rpms down a little or cruise at 80 instead, however givig up 4:10s was not an option...
The CONS - There WAS "smashing" that had to be done... whether or not it was because the 73/74 bbodies have the isolated members changing position, or whether they just do not fit exactly, i do not know. However had to aleviate the tranny tunnel about 1/2 to make enough clearance for it. Since, its not a survivor or rare vehcile, not that big of a deal. I also notice, as I have my tranny setup to slam into gear and chirp second at any speed, a slight lose of transfer since it goes through the tranny - GV -rearend-tires...Not that bad though...

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If I don't have a tranny currently and the GV setup with new trans is more money would you still think it is the best route?

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Is there or has there been a poll setup on doing business with Keisler? I am just curious on all the "complaints" and whether it is the true majority who have issues or the vocal minority?

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Having had quite a lot of experience with the 4L60e and the 700r4 I can tell you that 600ft-lbs combined with a street radial and the weight of a B-body is nearing the limit for these gearboxes. Having said that, though, if you stay within those limits or you are running 235-275 tires, they are hard to beat. They shift smoothly, have a fairly small profile and in the case of the 4l60e you can program it to shift like a Caddy on light throttle input and slam gears like it has a monster shift kit at high throttle input. Makes it very flexible for mixed use cars. I would not suggest one for a car that goes to the track every weekend, but for street or mixed use they are a good choice.

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What would be the next logical step-up if it was going to go in a heavy car and see a little track use? Or if I supercharge the 6.1 and crest the 600lb mark? A built 727 with GV or ?

-C

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"Built" 4L60 lived fine for me behind 496 / 600HP. No doubt, however, that it was maxed!

New TCI X6 (6-speed mod'd GM 4L80, rated 850 ft/lbs in "base" configuration) is in there now. Awesome almost beyond words.

GVG works, but cantilevered mounting and strange U-joint angles take it off my short list. Never been in a car with one that didn't have some vibration at some speed or other.

Rick. E

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Have not heard about the vibration issue with GV. How much cutting of the floor did you have to do to get the 6x installed?

-C

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Rick - what did you use to adapt the 4l60e to the 496?

-C

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Rick - what did you use to adapt the 4l60e to the 496?

-C

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chevy bellhousing is the same between I-6, small block, and big block

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SMR transmissions also offers a "shortie" GV set-up that is only 7 1/4" longer than the stock 727. Less driveshaft angles. No crossmember mods. My personal preference, even owning a GV set up that has not been installed yet is GV. They routinely handle 1200 hp. No worries about the unit itself. Pick your poison, it's all pricey. I would rather keep it mostly all Mopar. Good Luck!

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Thanks - I keep flipfloping depending on my mood. Robust 727/GV but no lock-up and only.78 O/D and have to use a manual valve body as I have no way to install a kickdown or lighter electronically controlled setup that can do engine braking, shift manually or automatically, but is maybe not ultimately as tough.

-c