These kits allow you to use the large range of GM V8 engines, petrol, or diesel in conjunction with the GM automatic transmissions.

The transfer case adaptor housing replaces the original extension housing on the automatic transmission. This adaptor housing then mates to the original Nissan Patrol transfer case.

The adaptor housing will suit all GQ and GU Patrol transfer cases including the 4.2 petrol, 4.5 petrol, 4.8 petrol, 4.2 diesel, 3ltr diesel and the RB30 petrol. The housing has been designed to retain the standard rear transmission mounting, manual hi-low lever, and brackets. However when replacing the factory automatic the hi-low lever and linkages from a manual transmission will need to be obtained.

The change over main output shaft supplied in the kit couples directly into the front of the Nissan transfer case. The automatic transmission will need to be disassembled to replace the main shaft with the one supplied in the kit.

The output shaft is sold on an exchange basis and if not supplied with the original order a deposit of $110 will be charged. Shafts that are pitted rusty or heat damaged will not be accepted. The deposit will be refunded when the shaft is received at our factory. Postage or freight is the responsibility of the sender.

In most cases the automatic transmission and the V8 engine can be fitted to the vehicle without altering drive shaft lengths, with the exception of 4L80-E transmission installations.

Some modification to the transmission oil pan to clear the front drive shaft will be required

No kits are available to fit GM automatic transmissions to the standard Nissan Patrol engines.

A 25mm body lift should be used with all auto transmissions to help with shifter and shifter linkage clearance.

The 700R-4 is a GM 4-speed overdrive automatic transmission that was first introduced in the US in 1982. Unfortunately the transmission developed a bad reputation, as early models were prone to failures. GM redesigned the 700R-4 in 1985 and a larger sprag was introduced in 1987.

The 700R-4 was available in two different case variations. The standard GM V8 version will bolt directly to the Chevy V8 petrol, Chevy V8 diesel and Turbo pattern Holden 308 engines.

If you intend using a 253 Holden V8 or a Trimatic pattern 308 you would need to adapt the automatic transmission to the engine with an adaptor plate, they are generally available from any speed shop.

The V6 commodore was also fitted with the 700R-4 transmission. The V6 transmission has a different bolt pattern to the V8 version and therefore, will only bolt to a Commodore V6 engine.

The 700R-4 is an excellent choice as an automatic transmission in a 4WD vehicle as it features a low 1st gear, lower than any other GM auto, and an overdrive top gear, ideal for highway cruising.

The 700R-4 has an overall case length of 594 mm and when coupled up to our 155mm adaptor housing gives you an overall transmission length of 749 mm.

The 700R-4 has the following gear ratios: (1st 3.06:1), (2nd 1.62:1), (3rd 1:1), (4th 0.70:1).

The current automatic transmission fitted to GM vehicles is known as a 4L60E and has the same gear ratios as the TH700. The transmission is electronically controlled by the engine management system.

The 4L80E transmission is similar in strength to the old TH400 3-speed with the addition of an overdrive 4^th gear. This transmission is as the 4L60-E, electronically controlled.

The 4L80E has an overall case length of 590mm/23.23" without the extension housing.

The 4L80E has the following gear ratios: (1st 2.48:1), (2nd 1.48:1), (3rd 1.00:1), (4th 0.75:1).

As all automatic transmissions have limited engine braking on steep declines we would recommend you consider using our Rock Crawling Gears in the transfer case for improved performance and added safety when off road.