Hey fellas, I wanna know how I can tell a Turbo auto from a n/a auto? Cheers

Look at the tag behind where the dipstick comes down.....non-turbo is X8079, turbo is X8080. Also check if there is the solenoid for the lock up clutch. Turbo autos don't have this.

Thanks for that, Is that the only difference between the two? (the solenoid)

on the side of it it will have JATCO 4N71B for an n/a auto, or 3N71B for a turbo auto box. it's in large, cast letters on the side of the box. can't miss it.

Quote: Originally Posted by StockyMcStock on the side of it it will have JATCO 4N71B for an n/a auto, or 3N71B for a turbo auto box. it's in large, cast letters on the side of the box. can't miss it. No, that's not correct. All VL boxes are 4N71B.

the 3N71B is a 3 speed

my bad! that post was a typo. what i meant to say was: 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). GET SOME OF THAT UP YA

smcs. i'm gunna do you for copying. Also the low/reverse hub is steel in the turbo model as opposed to cast iron in the rest

fuck paul did you get my pm about that manual valve body? i hope you didn't send it to my old address!

haven't got off my ass yet. be patient grass hopper

ha! i define the word "lazy". the blower setup will be up and going in a month or so i'm reasonably confident, but have uni exams in a few weeks so don't hurry!

so you are saying it is easier to swap to a VLT auto as opposed to upgrading the dodgy N/A one... I had better do some research into this I was hoping to just upgrade the bands and maybe replace some clutch plates on mine to make it betterer... Any ideas on making the N/A box handle better... NOT massive power, just a driver with a lead foot and some extractors and tuning?

email me at [email removed] I can send you some tech sheets and possible solutions. depending on the hp you want to hold the NA can cope with only a few mods.

I just looked at my tag and it has x8059. Is this a different type of box? Seems to be holding a fair bit of power.

Chances are it is a skyline box.

Quote: Originally Posted by transman Chances are it is a skyline box. Do you know if these box's equivalent to the turbo or n/a, or are they different? Mine has held 15psi and has only slipped a little.

Guys, i just brought an AUto claiming its a Turbo one... it has no tag to check whether its x8080 or not... and i really dont know what im looking at to identify what it is... i dont know what the solenoid is or anything else? can someone please give me a hand? il post pictures to see what ur looking at, any help would greatly be appreciated. cheers http://img7.imageshack.us/i/img0164of.jpg/ http://img514.imageshack.us/i/img0170y.jpg/ http://img690.imageshack.us/i/img0169hh.jpg/ http://img709.imageshack.us/i/img0168v.jpg/ http://img197.imageshack.us/i/img0167ns.jpg/ http://img52.imageshack.us/i/img0166re.jpg/ http://img132.imageshack.us/i/img0165u.jpg/

anyone know what the above transmission is?

that is a turbo auto Some original photos have not been recovered yet.