LUVTruck.com

The adapters for the 76 - 80 will work. No pics available yet. I'm not sure if there is oil pan clearance with the front axle. The 4WD headers should work. Pic on www.photobucket.com/V8luv

The trans mount was originally designed for the TH 350 and TH350C, powerglide and four speed. I know the TH400, requires special mounting as it is longer than the 350. I've got to get my books out and find the mount lengths on the 700R4 and 200R4 trans's. However the TH400 and 700R4 are a little overkill. I used to replace quite a few of the 700R4 with built TH350 /c years ago. I have some other trans mount drawings, just not sure what they were done for. Got to get time to remember. Memory, the curse of getting old. I have one that bolts in, replaces part of the crossmember, requires two cuts and some welding. You have to retain the sturctural integrity of that xmember as it the support for the torsion bars.

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The light at the end of the tunnel, may just be a train coming!

I doubt there will be any front axle and oil pan issues if I did a sas with a toyota axle at the same time. And I don't suppose the x-member and torsion bars would be a big deal then either. Do you have the 4WD headers, or would you have to try and make some more? I already have a torque converter, rebuild kit, and a shift kit for a 700R4...so I am planning to get a used transmission to rebuild. I know that I can replace a 2004R with a TH350 in my dads 1987 Oldsmobile 442...so I would assume that the dimensions are similiar.

Cam

Could you share how you base your findings on these???
In regards to the above set of brackets in question...

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72 L.U.V.
427 SBC-700R4
SE 9-3/8 4P TracLoc, 6-lug rear discs,
custom rear leafs, custom made aluminum radiator,
Mustang II front suspension
LUV perf parts manufacturing
My Devotion to Karl :
http://www.youtube.com/watch?v=EmXc4F78 ... re=related

Anything with solid mounts will. The poly bushings are more rigid than rubber ones as well.

Cam

I found my trans diminsion list. The bell to mount distance on the 700R4 and 4L60 is approx 2" longer than the TH350. The overall length is just over 3" longer. I will redo the drawing for the rear mount to reflect a 3" difference in trans mounts. However I still have 15+ of the TH350 mounts and when I make another run I'll change to it. The current one could be modified, I'll do one when it's ordered. The 200-4R is approx 6" longer, same as the TH400. I found the drawing of pieces needed to modify the xmember for the TH400 mount.
I have some of the 4WD headers, also have the fixtures, I just need to clean the headers up as they have been on a shelf for over 20 years. These have 3/8" flanges, new ones will be 5/16". Originally I had all the headers nickel plated and then flash chrome for durability, not appearance, no polish before plating. The people in snow country found they held up better to the weather and salts on the roads. I don't know if that will be possible now with the new headers. I'm looking into the cost and some other coatings. Ceramic is one, however it's a large tad on the costly side.

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The light at the end of the tunnel, may just be a train coming!

Opinion:

PolyUrethane is a substitute for a general product used across several decades and immeasureable applications.

The rubber compound found in your typical application has been incorporated into said products prior to most everyone here.

Developements, advances, and formula designs have changed and increased the end result of what we know as a rubber isolator.

PolyUrethane introduced into a specific application can yield several advantages.

PolyUrethane can displace chemical byproduct issues.
PolyUrethane can improve an application use to deliver increased results.
PolyUrethane can outlast the lifetime of Rubber if formulated to mimic and improve a stated design.
PolyUrethane will surpass what Rubber cannot!

There is a multitude of information involved with the uses of PolyUrethane and it's aspects of which I could share endlessly.

The issue here I see is whether or not this is a product that can be accepted into this application.

YES!

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72 L.U.V.
427 SBC-700R4
SE 9-3/8 4P TracLoc, 6-lug rear discs,
custom rear leafs, custom made aluminum radiator,
Mustang II front suspension
LUV perf parts manufacturing
My Devotion to Karl :
http://www.youtube.com/watch?v=EmXc4F78 ... re=related

New pictures of V8 conversion at www.photobucket.com/v8luv

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The light at the end of the tunnel, may just be a train coming!

Nice looking Headers any thought of making some with 1 3/4 " tubes.

The custom ones on my sons are 1 3/4" tubes. 1 5/8" tubes are a better compromise between street and track. I've actually built a couple of SB chevy sets with 1 7/8" tubing years ago for street and track. Done a BB chevy with 2 1/8" race only once. Both of those were a challenge. The production ones are all 1 5/8" tubes, both into 3" collector. On a dyno you have to get over 7000 rpms to really see any difference. You also have to take the length into account for wave pulse tuning. Also with 1 5/8" you have a touch more clearance for a quieter driving experience.

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The light at the end of the tunnel, may just be a train coming!

I am looking for at least 1 3/4" tubes that will clear my firewall I have plans to change the front mount to side, removing the block hugger headers, sb350 and 144 b&M blower and replacing with sb400 + and a Pro charger.

You've taken the torsion bars out. That should not be hard to find a 1 3/4 header to fit. Even custom could be done. I don't understand the significance of clearing the firewall. It should not be in play. Why change now to side mounts?

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The light at the end of the tunnel, may just be a train coming!

Looks like he set the engine back a little farther.

I did set the engine back and on a lot of headers the rear tube drops back to far and will hit the fire wall, as for as why I want to change to side mounts is because of transmission bell housing breakage. I really don't want to run a mid plate to stop the problem.

Can you get some clear pictures of the header fire wall area. Send them to tech@powerbyace.com I might be able to steer you in the right direction.

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The light at the end of the tunnel, may just be a train coming!

Thanks, E-Mail Sent.

Old Rob - Your engine mounts would work with a 4.3 V6 too, right?

Cam

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1980 Chevy LUV 4x4

Yes the V8 adapters for the 76 - 80 will work. However the V6 engine will be way 4"+ off the firewall. A longer trans mount would be needed. I have the drawing for the 4.3 V6 that will put it back to the fire wall and use the V8 trans mount. Better vehicle balance.
I had, a blueprint of that engine from GM before it actually was put into production. They basically took out cylinders 5 & 6. Shortening it up by the amount of bore spacing. Divorce came before I put them in production. Wih the interest now I may make a short run.

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The light at the end of the tunnel, may just be a train coming!

I base this on my experience replacing a rubber trans mount on a 4th gen Camaro with a poly mount . Alot more vibration .