I do believe you are correct.
Maybe some guys put the 700R4 into their GNs because that was supposed to be the stronger trans back then?
Hmmm, the exact words from the guy that rebuilt my transmission were, "this is the converter the Grand National
guys are using" after I explained that I was looking for a converter that would not have too high of a stall to be
constantly slipping while going down the highway in OD. At the time, no one could tell me that if locking the
converter over-rode any slippage from the higher stall speed. He told me that converter should stall around 2200
rpm, but it depends on how much torque my engine is making.
This is a trans shop that actually races and has multiple race cars and is still in business today. 10 minutes away.
With my previous combination, you had to watch really hard to see any difference between locked and unlocked -
75 rpm max drop. But that converter did exactly what I asked for at the time.
I have a friend who is going to buy it after I get the Phoenix converter. He put a Summit ATK 350 HP engine in
his Monte Carlo SS and it has enough cam to be a nuisance with his stock converter. Mine will be perfect for him.
Brian, we can start a new thread on this, but I want to ask: My trans was rebuilt nearly 20 years ago with 30 spline
input (newer case), 10 vane pump, Corvette servo, Kevlar bands, shift kit (same operation as your Corvette trans -
(select any gear at any time), higher line pressures, and that B&M ??? valve that allows you to use full throttle in OD
without the trans downshifting. That's all I can remember. Is there anything that was done back then that, over time,
turned out not to work out so good, and there are better pieces/parts that should be used today? In other words, should
I have them go through the trans again? It worked great and I only managed to put 19,000 miles on it before the
engine problems caused me to park the car. But I'm not looking to spend any money if I don't have to.
