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Posts posted by ghaskett

  1. Thanks RE: Shiftworks.  I already have other issues covered. The heap already has dual quad 401, Turbo 400 and complete Jaguar IRS in her. I have a 700R4 and adapter for it and was concerned about the shifter, that's all.


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  2. I have a '56 with 1965 dual quad 401 and SP400. I was looking at the Gear Vendor Overdrive and am wondering if anyone has put one in a '56 and if so, did you have to modify the 'X' in the frame. I know all about adapting a 700R4,  but I'm really  interested in the Gear Vendor.  Thanks.


  3. I don't have high beams. The dash mounted high beam indicator red light works. Low beam works. The switch is new.
    The high beam and high beam indicator utilize a gray wire. Somewhere along the way the wire splits. One part goes to the indicator and the other goes out to the headlights. So, my guess is that the problem lies somewhere from the split out to the headlights. Gee, the wires are only 63 years old!
    The other hairball thought is that I've lost high beam in both lamps. Could happen, I suppose, but it's a stretch.


  4. 4 hours ago, RivNut said:

    That's a new one for me.  The only thing that I see is that besides the cost of the new bell housing, you'd also have the cost of "whacking" off the 200-4R, and the custom converter.  


    With the bell housing adapter you've pictured you'll need to "whack" off the front of the transmission.  With the adapter plate from Bendsten's you bolt on the transmission as is.  

    The added costs are a deal killer. I'm in Canada for the week, but when I get home I'll call Russ about cutting the front off the 2004R. The adaptor for hooking up 700R4 or 2004R is about $725 plus getting driveline altered. Russ's bellhousing is $850, the computer is around $,1400 plus getting the 200 cut up.  Russ is really pushing his bell housing vs using the adapter.  I am aware of the TV issues. Looks like I'd be smart to go with the Bendstens.

  5. 32 minutes ago, RivNut said:

    if I'm correct, the transmission that Russ specifies for his adapter is a two piece transmission.  It has a separate bellhousing.  This is why he sells a adapter bell housing.  Most 4L60 transmissions are one piece.  What kind of car are you wanting to put the transmission in?  I only ask because if you're thinking of doing this in a first generation Riviera, the 700R4/460L is a really tight fight into the Riviera's X frame.

    You are correct about the 4L60 bellhousing. This would be for my 56 Special. Already have dual quad 401 and 400 tranny in her. I do a lot of freeway travel out here in Washington State and I have a 700R4 so it looks like that will be my route. I'd prefer a 200 but then I've got to get it whacked for Russ's bellhousing. A lot of 6 of this and 6 of that going on here. Thanks again for the input.

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  6. 1 hour ago, RivNut said:

    I read your comment about only wanting to know about the L460 E.  Your question asks what do you do about the Electronics required to handle the trans. Any reason you couldn't run an earlier L460 without the E..?  Same transmission, just not electronically controlled so your question would be moot.

    Thanks for the great question. I also have the same thought, but Russ, out in California, says that his bellhousing only works on the "E" and get this...it has to come from a 98-99 GM 1500 or 98-2002 full size GM van. Very odd, but there must be a good reason for him to say that. I can only guess that it has to do with the housing bolt pattern perhaps.
    Life would be sweet if the 4L60 hooks up to his housing.

  7. There is a lot to be said for putting a modern, warrantied crate engine in. However, you likely will need a brain box.
    An updated tranny means an OPEN drive line and rear end pumpkin. Kiss the torque tube goodbye.  You will need to then link up the rear end/axle housing with trailing arms. Chev C-10 long trailing arms and axle housing u-bolts work great for this. The torque tube and it's arms cannot  be used in any manner what so ever. If you can find a 61 Invicta pumpkin, it will bolt right up to the rear housing--no kidding--and the '56 axles will slide right in too.

    Rebuilding the 322 Nailhead isn't rocket science, but you have to remember that the engine is 60+ yrs old and most mechanics have never seen one. Hot rod shops will take on the project, but you could lose the block to over zealous drilling, grinding, boring etc. Valve guide updates can be the death of nailheads due to the water jacket being easily damaged.  I'm sure every Buick guy will tell you to be super careful in your mechanic selection process.

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