Will a good 4L60 mated to a NVG149 or BW4481 handle 700 HP. And 700 ft. Lbs. With a 30" dia. Tire and 383-410 gears with 4200 lbs total weight .
I plan on using gm 1997 k1500 front clip. dif. Frame suspension hubs half shafts torsion bars ect. With a ZZ572 to put AWD. Under a 1968 olds toranado .
Also dose any body know if the front dif will take the power .

 

the 4L60E might be ok for a few mintues.. but it not goin to last long at all.

Are you goin to be drag racing it or in dirt or something?

 

I understand that you dont think 4l60e will hold up so do you or anybody else have other ideas how about the nvg149 will it take the power . as far as the use i plan to build it because a super low slung 4200 lb. car with all wheel drive and 700 hp is just cool . since it seems your in to guns ill put it like this . (IT IS THE SAME AS BUYING A BARETT M 107 CQB) you dont need it but you buy it because you can. god bless america

 

Haha i like your thinking.

The 149 is out of the AWD trucks right?
Doesnt it have the clutch pack in it?

Why not a regular np241? Or is it 243?
The manual shifted 3 range.

Im sure the 149 would hold up but i dont like the fact that it has the 40/60? Split.
Or am i all confused?


Oh and we have a M99 but no m107cqb. Id hate to let some rounds go inside with that thing.

 

While the normal split is 38/62% Front/Rear, under certain conditions the power can be increased up to 100% to one axle. The NVG149 uses a viscous coupling in lieu of clutch packs.

A condenced description from GM:

The NVG-149 has a rated 2203 ft/lbs Maximum Torque Capacity in an approx. vehicle weight of 6800 lbs.

The viscous coupling can transfer up to 300 lb-ft of torque during a standard loss of traction and up to 600 lb-ft at the extreme – far more than a driver should ever need – to ensure its responsiveness to any operating situation.

The RPO NP3 is a single speed, single mode transfer case. The mode is full-time all wheel drive. It has a planetary differential gear set that splits the torque, normally 38 percent to the front wheels and 62 percent to the rear wheels.

Power Flow - No Wheels Slip
During normal operation, 100% torque is delivered to the input shaft from the transmission. The torque is split to 62% to the rear output shaft and 38% to the front output shaft, by the planetary differential. Because there is not a loss in traction or slip in the front or rear wheels, the viscous coupling is locked in place and there is no "shear" mode or "hump" mode involved.

Power Flow - Front Wheels Slip
When traction is lost at the front wheels, the viscous coupling works in conjunction with the differential to bias the torque more to the rear wheels. The rear torque goes higher than the 62%, and up to 100% torque to the rear output shaft. The torque at the front output shaft is lowered from the 38%, to as low as 0% torque.

Power Flow - Rear Wheels Slip
When traction is lost at the rear wheels, the torque is biased to the front wheels. The torque to the front output shaft goes higher from the 38%, up to 100% torque. The torque at the rear output shaft is lowered from the 62%, to as low as 0% torque.

I don’t know how many times I’ve seen where people have been concerned that something was actually wrong with their transfer-case due to brief wheel spin from one axle, however it is normal for one set of tires to spin until the viscous coupling engages. The viscous coupling, as described above, engages by heat. Allowing one set of tires to spin or slip for a brief period will generate heat in the viscous coupling.

 

Great news about the 149 this car needs AWD. As I plan on driving hard on pavement . The power handling and out put specs look great to me . Do any of you guys know about the 4L80e will it take 700 HP at 700 or so ft. Lbs since it is gona be AWD and run sticky R comp tires I don't think it will give up much in terms of wheel spin .

 

you could try a stock 4L80E with a Shift kit

theres a few holding up to 1000hp.

But if you wanted to just do it once, might be better off getting a built unit.