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The TV cable and adjustment is critical . Do you run and aftermarket carburetor ? The geometry has to be correct for the cable to pull correctly . DO some study at www.700R4.com ( Bowtie Overdrive ). They sell some kits to adapt Edelbrock and Holley carbs.

Tim you need to pick up a cross shaft from a car that had the 700r4. I have used them from impalas and from P/U(mid 80s). the difference is small change in the lenght of the arm where the rod connects off the column.

Supercoupe you should be able to install the cross shaft from a donor car which had a 200 or 700 trans ( the shaft from the frame to the trans) . Then your only problem would be the PRNDL1 in the dash is not exzactly correct. But the shifting will be fine . I havnet seen a PRNDdL1 for a column . Most likely someone sells one . You might try BowtieOverdrive.com

As MonteAZBB70 says above the throttle valve cable needs to be adjusted correctly . In your case most likely it is in the geometry of the cable connection on the carb throttle shaft. I think if you check the Bowtie overdrive site that Ian links above you will find they sell a kit for correcting this on some carbs. I feel this is the direction he needs to work on with your problem . Otherwise I'd say a XSMN mechanic who has this many problems wouldnt be in bussiness long .

I cant give you the names for them I have never seen them listed anyplace . I hope you can find them.

It helps a lot to have one of those tools for tilting the engine.Take your time ..lift move,lift pull forward ect.

Well carburetors have kinda fallen out of favor about 20 yrs ago. So it can be a little trouble to find them .Seems everyone wants fuel injection now days ( and I dont blame them ) . If your talking about the base gasket for a Quadrajet (spreadbore)type carburetor They should be available at NAPA or HIPERFORMANCE parts houses . The thick ( 1/4" ) that GM used was to help stop heat transfer to the carb . I cant put my hands on a rebuild kit to give you a part" just now. If I can find it I'll add the number.

I dont recall you noting the rear axle ratio. You should know that the first gear ratio in a T400 is a higher ratio than first gear in the T350. With your higher performance s/b it may not be a problem . But the way the car will run with a T400 could be quite differnt from how it felt with the T350. I just want you to realize this possibility.It may require a lower rear axle ratio to get the performance back. Been there done that in my first 70Monte.350hp s/b with trans upgraded to T400, still had the stocker 2.73:1 axle ratio. It wasnt near as fun to drive that way . I sold the car before I realized my tranny upgrade was the cause of the problem.

Capri you can get those OEM reproduction tips at many places . I bought a set from NPD , about $60.I dont have there part # handy but at paddockparts.com the #is A6972 .

Glad to hear its been taken care off . I hope you continue to have good service out of the new trans.

I agree with Mike57 . the guys got his trannies mixed up . the 200/700r4 need the cable .

You will be happy with the Turbo350 built with a shift kit . The 400 is not a good choice without other work . The 400 has a higher first gear ratio which is not nice to a small block with the standard 2.73 axle . I found this out yrs back doing a turbo400 ( UPGRADE ) the first 70 Monte I had ( 300hp350 ) that car was never right with the 400 tranny . I sold the car and later learned the problems were all my own doing . The 70 I have now I have installed a 700R4 and I like it . The 700 has a lower first gear ratio then the t350. Now I want a lower axle ratio and let the OD do its magic at lowering the RPM for highway cruising . Looks like I am rambling here . I think with the t350 rebuilt you'll be fine. mike

Kevin that looks like the correct parts . I have been happy with the setup I put in my car . The kit I used was only the detent and lens . I was able to use the original cable brakets and such. mike

According to the GM restoration info for 1970 ... " Front Springs Selected from a family of springs by electronic data processing which identifies the correct springs for the weight of the vehicle including opional equipment ordered by the customer. " There are 10 front spring part#s/assembly codes.There are 6 different wire diameters. I could post the wire diameters but they do not differentiate wire size to reference of BB or SB or other options . The shortest spring is 17.17 inches free height with a deflection rate of 250 lbs per inch...probly SB 3 speed no A/C. The longest spring is 18.13 inch free height with deflection rate of 275 lbs per inch.,likley a an SS454 loaded up with extras . Probly lots more info than you wanted , and nearly useless to boot. I'd go by the MOOG applications. Also I have BB springs in my 70 SB , very happy with them as they keep the headers from dragging. Mike

It sounds like the govenor could be the problem .they have different springs for differnt axle ratios.I know you said it shifts of when cold.It could actually be the valve in the govenor not moving freely when it comes up to operating temperature. Yes I have also seen a cut Oring on the 2-4 servo keep from shifting, in my case it had no second gear If something else comes to mind I'll update . mike

I bought the shifter detent conversion and the console lens plate from WWW.midstateclassic.com . I have purchased several parts from Glenn . He is basically a Web based store . I found him at a local swap meet . the lens part#`MCS118 the detent kit is part#MCSC224 unless he has changed his parts system . will try to email the picture to you .

LOOK-A-LIKE... I have a 70 and added a 700r4.I bought the detent kit and new gear display parts .I had a little problem with the linkage mounting to the trans . I think i put a spacer at one end of the shifter cable braket at the tranny end.The other problem is with the backdrive mechanism to the ignition lockout ( where the cross shaft runs from the tranny to the steering column)Just remove the rod to the column shift.Though you do loose the ignition lockout that way and it can start in gear.I made a part to correct that problem . I can send you a photo of what i did if you like . mike

Wheel opening mouldings should have been standard equip. If your car was ordered with fender skirts the rear mouldings would be "delete" .perhaps thats why its noted on your sheet. mike

most likley your talking about a version of the 465 "Granny" low 4 speed truck tranny . behind that 366 it's probly got a 14" clutch with an input shaft about an 1 3/4' in diameter. that large clutch is normally hydraulic operated and has an adapter to fit it on the back of the engine. it could be used in a P/U but would need the input shaft replaced with P/U size shaft . surely wouldnt want it in a car . probly weighs near 200lbs. mike

On a Turbo350 the vacuum line should be a metal tube from the intake manifold ... right behind the carburetor.it would have a short piece of rubber hose to attach it to the manifold fitting.it would normally be clipped along the oil fill tube to the trans . the modulator is at the rear of trans right side. the metal vacuum tube would again be attached to the modulator with a short piece of rubber hose. the modulator is held in place by a clamp with a bolt .remove the bolt and the valve should pull out( twisting might help). should have an o-ring seal on it . the auto parts stores should carry them. i would replace the rubber hose on each end , as it could cracked or hard and brittle . it is after all 33 yrs old . i would also have a drain pan under when replacing it ...might leak a bit . mike

I wanted to clear up one more thing.Overdrive is the fourth gear in a 700R4.Lockup locks the converter to turn the same speed as the crankshaft.without Lockup the RPM is higher .my car with 2.73 axle drops about 200RPM at 70mph with converter locked.

You can use the trans without a lockup kit.it works fine . been driving mine 3yrs that way . i actually have the Painless Wiring kit in my 700R4.I installed it with a toggle switch to defeat the kit and prefer the way the car drives without the Lockup. occasionally out on the interstate i will "switch " the lockup on,but only on the interstate. mike BTW the Painless kit requires you remove the pan and replace one of the pressure switches , and add a vacuum switch and a new brake light switch.

been a while since i was into a T350... If its the same as a 700R4 and i think it is...there would be a small spring clip that holds the plastic gear in place . on a 700 its a flat metal thats bent over double and has a pin bent on one end to fit that hole in the trans tail shaft...the other end has the pin bent up to keep the gear from sliding off .I would be taking the tailshaft housing off to see if the part/parts are laying in there. mike

you say the shift mount on the shaft is differnet. The one from the Turbo350 should fit the 400.just take the nut off of the shift shaft. the piece should swap . as for the PRNDL1L2 not lining up that should be adjustable at the Crosshaft attach point.and you can also adjust the indicator needle position . on the right hand side of the steering column under the dash....( possibly need to remove the panel directly under the column)you should see the cable which operates the shift indicator . it clips to the end of the shift bowl.some have a screw to hold them.this little clip can be moved to adjust the indicator needle. mike

the 200 came in lighter cars and the 700 was in heavy cars and trucks. the operational difference is the gear ratios . 700 has a lower 1st gear ratio....BUT the 200 has more even spacing of the gear ratios .similar to close ratio vs wide ratio in standard trans. mike