AdaptersAdapting the
Turbo Hydramatic 700R-4 & Early 4L60-E Transmissions
to the
Jeep Dana Model 300 Transfer Case
Our TH700R-4 to Dana 300 conversion makes for a very strong, and capable assembly both on-road and off-road, and it remains one of our most requested automatic transmission to transfer case combinations.
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Option I: 700R4 / 4L60, conventional The Adapter
The Novak TH700R-4 / 4L60 to Jeep Model 300 transfer case adapter is very compact at only 3.1" long for a combined transmission and adapter length of 26.7". The adapter itself is cast and machined of a high-grade aluminum alloy, featuring thick flanges, a heavy cross-section and strength adding gussets.
700R-4 Versions
These kits are for the square, four-bolt tailhousing 700R-4 / 4L60 or 4L60-E, typically made through 1995. Some 1996 and later versions have a hex, six-bolt pattern tailhousing and removable bellhousing. See our Kit #4L63 if this describes your transmission.
We offer two adapter kits:
- Option I is for the 700R4 (aka, 4L60), which is the conventional, hydraulically controlled transmission. See kit #137, shown above, right.
- Option II is for the 4L60-E, which is the electronically controlled version of the 4L60. See kit #137-E, shown below, right. This version permits you to use the electronically controlled 4L60-E (four-bolt version) with your Dana 300 transfer case. Note that you will need to mildly modify the 4L60-E tailhousing (instructions included) to install the included vehicle speed sensor (VSS). Also, make sure to plan on connecting your transmission to the GM ECM (if doing a GM engine swap) or get a standalone electronic transmission controller, available from GM, TCI, Jet, B&M and others.
Any version and year of the TH700R-4 can be adapted to the 300 transfer case, including "90 degree" (Gen. I, II, III V6 & V8 Small Block or Big Block engines) and "60 degree (early S10 Blazer 2.8L engine style)" versions of the 700, as determined by your choice of engine.
Transmission Output Shaft
4wd versions of the Turbo 700R-4 / 4L60 and early 4L60-E are all ready to bolt up to our adapter assembly as the required style of output shaft is already installed. 2wd versions work equally well, but you will need to install a 4wd style transmission output shaft (image, below). We carry good, used GM shafts for this purpose. This requires disassembly of the transmission, and we recommend the services of a transmission professional. The basic installation is 2-3 hour bench job and may include simple gasket and seal replacements. Some choose this as the time for a more thorough master rebuild and update.
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Transfer Case Input Shaft
The included Dana 300 input shaft is machined from triple-alloy gear steel. This 27 spline version installs easily and quickly, replacing the factory 23 spline input shaft for a direct connection to the 4wd style transmission output shaft, as discussed above.
It is not requisite that you rebuild your Dana 300 to successfully complete the conversion, but it may be a good time to do so if your transfer case leaks or has many miles of service. We've made our Dana 300 gaskets & seals kits and our all inclusive master rebuild kits available for this purpose.
Transmission Rear Mount
This transfer case adapter's design is based on Novak's Universal Series adapters that feature a modular mounting and support system. Included with the adapter kit is a steel base that is a highly configurable mounting foot, and is ready to accept our industry standard urethane isolator mount, available for purchase (below). This is our preferred rear mount unit. Our #137 kits are designed for it, and its usage is essential to protect powertrain components from the flex and jar typical of any automobile, but especially Jeeps.
Whether you are assembling onto a stock cross member / skidpan or if you are setting up a high-clearance skid plate, you will find it to be a clean and simple process.
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Transfer Case Shifter
This transmission conversion will allow for the retention of the factory shifters, or allow you to upgrade to a twin-stick shifter.
Transmission Shifter
A broad variety of transmission shifters are compatible with this conversion, ranging from console shifters (i.e.; Art Carr, B&M, etc.), to direct-mount stick shifters (i.e.; Gennie, Lokar, etc.).
Clocking Information & Driveshaft / Yoke to Pan Clearance
Use of the factory size driveshaft and yoke is recommended. Our adapter design has maximized clearance between the transmission pan and yoke, but it is necessary that you install your GM engine offset 1-1/4" to the driver's side. If you are installing against a factory AMC engine with our #437-AMC adapter kit, your factory engine should already have this proper offset.
Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). However, pan clearances and front axle width may inhibit the flatter options.
Driveshafts
Driveshaft length changes are often required, as this geartrain combination is typically longer than factory Jeep combinations. However, some GM engine installations will allow for the transfer case to remain in its OEM location.
Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, sometimes to the detriment of the project. Driveshaft modifications are usually inexpensive when performed by driveline, RV or tractor implement specialists. New driveshafts are an option but seldom a requirement in regards to the actual successful conversion. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation.
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| Our RadLock radiators offer an available integrated transmission cooler, to greatly add to the life of your HydraMatic transmission. |
Transmission Cooling
For every ten degrees cooler you can keep the transmission, you can add 25,000 miles to its service life. Therefore, use of a transmission oil cooler is advisable for this automatic transmission.
Use of a transmission temperature gauge is also a good idea. These are widely available and generally inexpensive.
We will suggest the use of our RadLock high-performance conversion radiators, which can include an integrated transmission fluid cooler. You may also use a standalone / supplemental transmission cooler depending on your driving style and climate conditions.
Engines & Engine Mounting
A 700R4 installation is typically done in conjunction with an engine conversion into the Jeep. These engines include the Chevrolet Small Block V6 & V8, from Generations I, II, & III, 1955-2006. Carbureted, TBI and TPI engines prior to 1993 will usually be paired with the classic, hydraulically shifted version of the 700R4.
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| Novak's MM Series engine mounts, featuring excellent vibration dampening, superior strength and impressive adjustability - adjustable even after the engine is installed. The design and strength and affordability of our mounts are second to none. |
The electronic version of this transmission, the 4L60-E, will usually be done with a 1993-1997 powerplant and ideally sourced from the same GM vehicle for the sake of simplicity in wiring and computer programming, if any.
In any scenario, it is critical that the engine be installed (as the Jeep engines usually are) with an offset of 1" to 1-1/2" to the driver's side. Other engine mounts on the market - especially the bolt-in versions - do not take this into account and make other placement decisions for the installer that do not take the full powertrain into account. Novak offers what we have found to be the most intelligent engine mounting system for Jeeps available, allowing the installer to make an easy and satisfying decision as to powertrain placement with the 700R4 and the Dana 300 both considered.
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| Advanced computer modeling methods were itegral to the design of our #137 adapter assembly. We were able to push the bounds of product and process well beyond the status quo. |
Axles
Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.
| While it is mechanically possible to build a shorter adapter than our already short, ~3" version, this would require a double front driveshaft with a frame-mounted carrier bearing to clear the transmission pan. Our method keeps things clean, affordable and plenty compact for essentially any stock or lifted CJ7 and longer Jeeps. |