Olds 4-4-2 Transmission Exchange
I have had my 1966 Oldsmobile Cutlass 4-4-2 for almost 40 years. Apart from a repaint, it is 99-percent original car with 72,000 miles on the odometer. Being very critical, I would think it would be judged a number 2 to 3 quality car. It originally was a California vehicle, with the smog control devices left on, and the engine has been rebuilt since I owned it. I am considering swapping out the two-speed, console shift, ST-300 automatic transmission with a three- or four-speed automatic. Do you have suggestions for the best fit, value, and functionality? Do you believe it would hurt the value of the car by performing this conversion?
– Steve Atwill, via hemmings.com
Your simplest swap candidate for replacing the ST-300 would probably be a TH350 three-speed automatic. The TH350 has the same overall length as the ST-300, and it also uses the same length and spline driveshaft. You would just need to set up the cable linkage for the TH350 “kick-down” feature, which is easily accomplished with aftermarket brackets if factory parts are not available.
However, while going with a TH350 will get you a lower first gear and will also provide the “passing gear” that comes from having a second gear that the transmission will downshift to under heavy throttle during cruise speed (so long as that kick-down linkage is properly set up), you might consider using a TH200-4R instead, which is a four-speed automatic with overdrive.
Because of the similarities in length between the ST-300 and the TH200-4R, you should be able to re-use your existing driveshaft and shifter linkage. The original crossmember can be used as well, although it will have to be moved rearward and new holes must be drilled in the frame for the correct positioning (the proper position is the same as for the TH400, so if you’re 442 were a ’67 model, the holes would already be in the frame).
Two obstacles you will encounter can be easily remedied. First, you need to install a TV (throttle valve) cable to enable the shifts. The TH200-4R does not use a vacuum modulator to control its shifts, relying on the TV cable instead. You can purchase the cable from Performance Automatic Transmission Center. The Lokar stainless steel cable is #KD-2200RHT and they also make a plain black version under #KD-2200RU. The carburetor bracket that holds the TV cable is available from PATC, the part number is 8X.
The second necessary addition to finish this swap is a vacuum switch that engages the torque converter lock-up. Some people have used a toggle switch on the dash to accomplish this but using an adjustable vacuum switch instead frees you from reaching for the toggle and makes for a cleaner-appearing installation. PATC also offers a Superior Shift Technology aftermarket switch #K052 that fits the bill nicely.
As to the value of the car after this conversion, it should have very little negative effect, especially since you can easily undo it, should you want to return to its original configuration. It should actually increase your car’s value, given the fuel savings and reliability of the 200-4R over the two-speed.
Performance Automatic Transmission Center, 888-877-1008, transmissioncenter.net
GMC Pickup: Adding A Four-Speed?
I am interested in converting my automatic transmission to a four-speed manual transmission in my 1987 GMC 3500 with V-8 454 engine. Is there a relatively straightforward exchange and what transmission options are available?
– Shafi Alshafi, via hemmings.com
Probably your easiest four-speed exchange would be the Saginaw SM-465 “toploader”-style gearbox. GM used the SM-465 from 1968-’91 in both two- and four-wheel-drive trucks from 1/2-ton to 1-1/2-ton pickups, as well as in Blazers, Suburbans, and P-series walk-in vans. The 6.55:1 first gear ratio is very tall, but also very useful for heavy-duty and off-road applications. Three versions were manufactured but they are not entirely interchangeable. The first 1968-’78 units had a cast-iron top cover and the early two-wheel-drive units had a 35-spline output shaft and a tailshaft housing, whereas the four-wheel-drive units have a 10-spline output shaft and an adapter to mount the 4WD transfer case.
The later 1979-’91 versions, which are the most compatible for your application, kept the 35-spline output shaft for the 2WDs, while the 4WD outputs were changed to 32-spline to accommodate the New Process 208 and 241 transfer cases, which were chain-driven.
There is also a third version used in 1988-’91 computerized trucks, which is easily identified by its aluminum rather than cast-iron top cover. These were only found in the 1-ton or less C-, R-, V-, and K-series trucks and Suburbans while larger trucks and walk-in vans continued to use the cast-iron unit. The output spline dimensions were the same as the 1979-’91 SM-465s, but the input shaft uses a bigger front case bearing than the earlier applications. Most SM-465s have a 1-1/8-inch x 10-spline input shaft but there were some 1-½-inch x 10-spline inputs found in larger 2WD trucks. The transmission internals on both input size options are the same, but the clutch disc needs to mate the input shaft diameter.
To complete the installation, you will also need the correct bellhousing, a 168-tooth, 14-inch flywheel, 12-inch hydraulic clutch assembly, and a clutch/brake pedal assembly. Additionally, you need to install a 1.1-inch OD x .59-inch ID pilot bushing in the engine crankshaft. Because the SM-465 has such a large input-shaft bearing retainer, the bellhousing from a Chevrolet passenger car will not work unless it has a 5-inch opening, so, you should be sourcing a truck bellhousing to assure proper fit. The transmission case itself is only 12 inches long, but it is tall, so mounting in 2WD applications may require a lift in your suspension components. Obviously, you will also have to cut a hole in the floor tunnel and the driveshaft will have to be changed to compensate for the difference in overall transmission length.
Because they were used on so many models for so many years, locating a used SM-465 unit should be relatively easy; however, we recommend you avoid 1968-’70 units as they had rubber dampers that created more problems than they solved. For 4WD applications, we would recommend you contact Novak Conversions where you can purchase a brand-new SM-465 for about $1,500 that is ready to mount and can be adapted to fit onto several other manufacturer’s transfer cases including Jeep and IHC.
Novak Conversions, 877-602-1500, novak-adapt.com
Torino Disc Brake Swap
I would like to upgrade my 1970 Torino GT to disc brakes from the current drum-brake setup. Could you tell me which spindles from Fords in that era would replace my current spindles? I would also need the caliper brackets. Any help would be appreciated.
– Jim Swartzendruber, via email
If you are sourcing used spindles, you can use 1970-’71 disc-brake spindles from a Torino, Fairlane, Ranchero, Montego, Cougar, Comet, Cyclone, or Mustang. Spindles from 1968-’69 used smaller-diameter wheel bearings. The caliper mounting brackets (and calipers) were used on all mid-sized Fords and Mercurys from 1968-’71 and 1968-’73 Cougars and Mustangs. If you are looking for new spindles, Total Control Products offers a 1968-’71 Torino disc-brake spindle #SPND-01 that will fit this application and accept the original calipers and brackets. They also offer complete Wilwood front disc-brake packages using either 11-¾-inch or 13-inch rotors.
Total Control Products, 888-388-0298, totalcontrolproducts.com
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