![]() For the record, this photo is of a governor in a TH350. The governors in TH350, TH400, and 700R4 transmissions are the same. It uses weights and springs just like a mechanical advance mechanism in a distributor, but employs two sets of weights for low and high speeds. This is the governor that commands WOT up-shift speeds. Right away that puts the 700R4 ahead in the price war by $600 to $1,200. ![]() The big advantage this “analog” overdrive offers over its digital compatriot is you don’t need a stand-alone controller to operate it. If you’re searching for a used transmission to rebuild, only the non-overdrive versions are less expensive. The advantages start with something that’s important to everybody – price. Now let’s get into what makes them different by first investigating the 700R4. None of this is breaking news, and both transmissions offer the same advantages. The obvious advantage for the overdrive is the 30-percent reduction in cruise RPM. At part throttle, this is only a minor issue since converter slippage absorbs most of the difference. While the 3.06:1 First-gear ratio would appear to be an advantage over the TH350’s 2.52:1, the downside with the deeper First is the major rpm drop in the 1-2 and 2-3 gear changes that the 700R4/4L60 force upon you. Elsewhere in this story we’ve listed the ratios of both the TH350 and the 700R4/4L60E. The good news is that either way, you win. If it has a cable connection near the cooler lines on the passenger’s side, that’s a 700R4. ![]() If the transmission has a large 18-pin electronic connector above the passenger side pan rail, it’s a 4L60E, as seen here. You can’t tell the difference between a 700R4 and a 4L60E by the oil pan as they are nearly the same.
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