Hey newbie here

I'm new to this site but not new to automotive parts. I just became a parts manager and i have a knowledge of parts but not enough years under me to claim i know everything.... anyway i hope that the members of this site can help me with questions and topics i might have

the first question i have is about automatic transmission filter kits...most chevy trucks and vans have either the regular transmission (4 speed i think) and and then others have it with overdrive. the transmissions listed on my system is 460l or 480l which transmission has the overdrive?

They are both overdrive. The 4L60e is the electronic version of the 700r4 which has been in use since the early 80s. The 4L80e is a variation of the TH400 which was used back as early as 1964. They redesigned the case and guts for an OD, so the only things that really interchange are some of the guts; clutches, steels, a few of the valve body parts. (the same story happened with the 700r4; its basically a TH350 3-speed redesigned for an OD)

The 700r4/4L60e was used in RWD cars like caprice, roadmaster, fleetwood, impala, camaro, firebird, trans am, and a very few intermediate cars like monte carlo. It was also used in compact (s-series) trucks and 1/2 ton trucks and vans like Astro and 1/2 ton full size.

The 4L80e was introduced in the late 80s and was only used in 3/4 ton and up trucks.

Gear ratios for the 4L60e are 3.06, 1.63, 1, and .70
Gear ratios for the 4L80e are 2.48, 1.48, 1, and .75

In short, if you have a full size late model GM RWD with OD, its probably one of these two. If its pre-87, it could also be the 200-4r (a smaller metric OD tranny).

So, as far as car ODs go,
80-87 ish were either the 200-4r or the 700r4
87-93 were almost all 700r4
94-97 were 4L60e

As far as truck ODs go
up to 88 or so, 1/2 tons got the 700r4, 3/4 tons kept the 3-speed TH400
88-93 you could get the 700r4 in the light-duty 3/4 ton trucks with six lug wheels
Starting in the late 80s, the 3/4 tons got the 4L80e.
And of course in 94 the 700r4 became the 4L60e

My years might be off by one or two in each direction, but the basic progression for the light duty tranny is TH350, add OD you get 700r4, make it electronically controlled you get a 4L60e. For the HD tranny it goes TH400, add OD and electronics and you get a 4L80e. There was never an HD OD that was not electronically controlled.

To add further confusion to the mix, a 700r4 can be called a 4L60 (no "e"), a TH350 is rarely referred to as a 3L60, and a TH400 is rarely referred to as a 3L80.

To decode the name, the first number is the number of speeds, the L stands for longitudinal, and the 60 and 80 denote the size. 60 is the light duty, 80 is the heavy. The "e" denotes if it is electronically controlled or not. Similar transmissions were made into FWD applications; for instance the tranny used in most FWD cadillacs from the 80s-90s was called the 4T60, the T standing for transverse.

So I guess the question is... which truck do you have?

thanks curtis73 for your reply....i had 2 customers come asking for these same kits one had a van (mid to late 80's) and the other was chev 1500 again mid 80's

Another question is when it comes to oil filters....especially mid 70's to mid 80's chev 350 was there a standard oil filter this engine took or did they change filters throughout this period? i have alot of stock cars in my area. i deal in fram filters so a fram number would be helpful. (i realize that the specific vehical the motor came from might be a determining factor that would affect the correct filter)

When I worked in a parts store many years ago, I remember the Fram catalog had an interchange in the back of the book. It listed all the Fram filters with their O.D. and thread size and whether or not the filter had an anti-drainback valve. You could go through the list and find another filter that matched the O.D. of your stock filter but was longer in length ( to hold extra oil capacity.) As long as the filter was similar concerning having a anti-drain back valve or not, and there was enough clearance on the motor,and the inner thread size was identical, you could use the longer filter. I used to use that chart for determining what A C Delco filters would work on my vehicles, by interchanging the Fram number with an A C Delco number.

Another question is when it comes to oil filters....especially mid 70's to mid 80's chev 350 was there a standard oil filter this engine took or did they change filters throughout this period?
I think Fram PH13 is the "big" and PH30 is the "small" sizes for most sbc..iirc

and PH8a comes to mind for some reason...race app.?? :dunno:

There were several dozen oil filters used on chevys. Most of them interchange, but the basic configurations are the same. The big differences are the height

the biggest problem i face with people that run stock cars is that they don't know what vehical the motor came from originally....i know for instance that a ph8a is a common filter on most older fords....

i know if the motor came from a 4x4 unit the height would be a factor...but since this is in a stock car it wouldn't matter....or would it?

i never seen a chevy with a ph8 filter

If height is not an issue, then yeah PH13...Its the bigger dimension used on the c/k chevy pickups


edit: wait, not 100% sure about some header clearances...

would the ph 13 filter be used in the cars that had a 350 in them also or would that a different filter (it shouldn't matter)

I am thinking most of the 2wd 80's pickups with any cid sbc called for the ph13. The cars and 4wd called for the ph30, there was enough room to put a ph13 on but it could be a PITA to do. I had an 85 monte carlo with headers and I think I switched back to the 30 because it was a little to close to the headers for comfort.

the ph 13 would be a pain if it was a 4x4 but for the most part this would fit most 350's

does anybody here know alot about diesel motors....especially dodge and chevs?

the ph 13 would be a pain if it was a 4x4 but for the most part this would fit most 350's
statement question clarification?
does anybody here know alot about diesel motors....especially dodge and chevs? oil filters too?

at my store the minute the customer says he has a diesel motor it almost becomes "sorry special order" however i had a customer ask for a crackcase pressure regulator. what is a crankcase regulator exactly?

The Crankcase Depression Regulator (CDR) Valve maintains crankcase pressure. Pressure must be regulated to prevent oil consumption through the intake system, and to prevent oil leaks due to excessive buildup of pressure. Control is accomplished by regulating the blow-by gases into the intake system to be reburned. Inside the CDR valve, a spring holds open a valve plate that connects to the CDR valve body with a flexible diaphragm. The valve plate is capable of restricting the outlet passage to the turbocharger air inlet duct when airflow pulls it closed against the force of the spring.



The CDR valve is responsible for controlling the pressure/vacuum in the engine crankcase, and separating the oil mist from the air and returning the oil to the crankcase. When the pressure builds up because the CDR is stuck closed the crankcase pressure will increase, and could force oil past some gaskets and seals that could result in leakage.
If the CDR is stuck open oil mist from the crankcase will be sucked into the engine and burned as fuel, however, it is heavier and thicker than diesel fuel and, having greater BTU output, causes excessive heat in the cylinder. After a period of time, cylinder and head temperatures will reach unacceptably high levels causing the head bolts to stretch and the head gasket to fail.

A quick way to inspect your CDR valve is to remove the air cleaner assembly and look into the air intake with a flashlight. If you see engine oil mist in the intake manifold, test it out per the instruction above or get a new one.
"From the manual"..

from what you just posted i gather it is like a pcv valve for a diesel...right?

another question is i sold a hanger bearing kit for a 92 ram d250 with a 5.9 cummins diesel...the customer came back saying that the bearing was too small although the book and computer said it was the correct part...could this be due to the fact that it had a diesel motor....this part was used for 12 years according to the computer and books