Hey guys im currently saving up to do the turbo conversion i was just wondering would the NA Auto Hold up with a decent sized Tranny Cooler? because ive heard the autos are only marginally different in another thread! Paul

Bump!

Kaboom!!!

No! It is only good as a dodgy fill in, not as a permanent option. It will work if you don't flog it and don't boost all the time, but I wouldn't plan on it lasting forever (or even half that long).

there are quite a few differences between the two boxes: VL COMMODORE JATCO 4N71B NA / Turbo DIFFERENCES Visually Externally Small aluminum tag next to Neutral / Start switch Non Turbo X8079 Turbo X8080 Torque Converter Clutch Solenoid located left lower bell housing Non Turbo Yes Turbo No Input Shaft O-Ring Non Turbo Yes Turbo No Internally Input Shaft- oil circuit for torque converter clutch with o-ring Non Turbo Yes Turbo No Intermediate Shaft- small spigot on end to locate into output shaft Non Turbo No Turbo Yes Output Shaft- bushed to accept spigot from intermediate shaft Non Turbo No Turbo Yes Pump Housing- contains circuitry and valve for torque converter clutch Non Turbo Yes Turbo No Overdrive Band Apply Piston / Servo Non Turbo 40 x 60mm Turbo 35 x 60mm 2nd Gear Band Apply Piston / Servo Non Turbo 50 x 72mm Turbo 52 x 80mm High / Reverse Clutch - Apply Piston Non Turbo 110 x 52 mm Turbo 95 x 52 mm - Number of Frictions Non Turbo 3 Turbo 4 Low Reverse Clutch- Number of Frictions in Turbo transmission greater due to retaining circlip groove in case being machined higher Non Turbo 7 Turbo 8 Forward Planetary- number of gears Non Turbo 3 Turbo 4 Rear Planetary- both have 3 gears and housings made of Non Turbo Alloy Turbo Steel Valve Body- Various differences mainly sizes of valves. General JATCO designed several features into the VL Turbo Transmission to cope with the extra torque. In all areas except one the turbo transmission is bigger or better. Mechanically the transmission received larger servo / pistons for 2nd and 4th gears, extra frictions in the High / Reverse and Low / Reverse clutch packs, a 4 pinion forward planetary and steel housing rear planetary and added a spigot to the intermediate shaft connecting it to the output shaft. The lock up torque converter circuit is deleted. The one area they decreased in size was the High / Reverse clutch piston. When shifting from 2nd to 3rd (high) the valve body directs oil to the large area of the 2nd gear piston and the High / Reverse piston. This reduction in area helps control the feel of the 2-3 shift at low throttle settings. Hydraulically the valve body was modified so that engine boost pressure would help control the transmission line (working) pressure. This enabled good all round shift feel (quality) with the standard engine driven at Volvo-like speeds. Torque Converter Factory Code Non Turbo GXA Turbo NGD Note. If the torque converter is original (unpainted), all GXA has a large green paint spot on the top cover Weight Non Turbo 9 kg Turbo 8 kg General There are three main differences between the GXA and NGD. The NGD had the lock up plate removed, received furnace braising to support the Impellor / Turbine fins and had a slightly different stator giving a higher torque multiplication ratio (stall speed). in short, your n/a box will die if you put lots of power into it.

LOL you just wanted somewhere else to post up all that stuff again

kinda.....

i know its chalk and cheez but my n/a 5 spd copes with 10 psi ok, but then again havent given any hard launches yes, im not fit enought to carry my gearbox off the road and into my boot by myself.

Dude. I Have #@$k 3 This Year Already. Buy A Powerglide, There Great Iam Running 1 At The Moment. I Have Ganed 0.5 Of A Sec On The 1/4 Mile. It Is A Bit Of A Pig To Drive Aroud The Street Witha Big Stall In It Though.