FAQ and general information on V8 RX7s

[mayhamfx]

For the past six months I have been doing research on which engine to  use for my 90 convertible swap and I thought that I would share my  findings and opinions with you. My criteria may differ from other  peoples but I think that it may be shared by quite a few. Having a  family to support taps into my money so cost is a big deal for me. Plus  I'm a cheap bastard, I scrounge and scavenge anything I can, but I want  a car that looks good and I can be proud of. Next I live in Canada, you  know that nasty cold place that South Park blames for everything.  Living here means that due to a much smaller population I must rely on  the US for a supply of affordable parts. This means Ebay or auto  wreckers in the US. Simple supply and demand. Shipping adds to my costs  but I will leave that out for this discussion. What I'm saying is this  is my basis for prices. The engine must include wiring, ECM and all  accessories because I need that stuff. We all trip over deals here and  there or have ?connections? and you can figure that into your decision.  Also most of us doing V8 swaps have some mechanical skills that allow  us to save money by preforming work ourself. Amongst my skills I have  an engine building trade ticket, although I do not want to build my own  motor from scratch. This will be my daily driver, 60-100 miles a day,  60% highway / 40% city. I spend about 3 hours a day in the car. Rock  solid reliability and comfort is a must. I like a challenge but I don't  want to reinvent the wheel. I would prefer buying a motor that I can  just install without having to do anything to. I fully expect to change  accessory mounting etc. Having support from people in forums that have  been there before is invaluable and often the only source of knowledge.  I love the look of the RX and would like to keep that. So here's my  criteria: 1) Cost. 2) Availability. 3) Long term reliability / comfort.  4) Ease of use / installation. 5) Basically stock appearance of car ie:  no hood scoops. 6) Aircare (our version of smog testing) somewhat lax,  but I must meet emissions for the year / size of motor I install. ie:  1990 5.7L.
 
 We each have are likes and dislikes of brands GM, Mopar, Ford ect,  I am ignoring these. Basically it comes down to two manufacturers Ford  or GM. Mopar may make some fine motors but very few have been swapped  into RX7s, so no thanks. Same goes for the 300ZXTT, nice motor but no.  I've left out most of the new Gen 4 GM engines because they are just  too rich for my blood.
 
 A couple of notes. All prices are averages based on my research  and are in US dollars. Automatics are not an option all sports cars  have three pedals. I believe my facts are fairly accurate but correct  me if you know better.
 
 
  FORD
 Really the 302/5.0L is the only motor to consider. The  351 has higher decks making it a problem with hood clearance and width.  The Modular 4.6L SHOC and DOHC are very wide, plus not much support.  The 289 is too old. Both the block and heads are iron but the 5.0 is  the lightest of the iron V8s. The 5.0L is readily available, cost is  $750 for a good one complete. The last 5.0L went into a Mustang in 1995  making it harder to find a low mileage one that doesn't require work. A  lot of Mustangs were owned by snot nosed teenagers that beat the crap  out of them. The 5.0L put out between 200-240 hp and 275-290 ft/lb  torque depending on model. Aftermarket parts are widely available. The  motor can be stroked to 347 but then you're building a motor. The WC T5  will work well, the newer ones are rated at up to 330 ft/lb and are  fairly cheap $500. Some people seem to have hood clearance issues with  the 5.0L, I think the Cobra / T-bird intake fixes that. Tell me if I'm  wrong. It runs on regular fuel. The 5.0L is maybe the cheapest route to  go but the power is some what low.
 
 
  GM
     GM or Chevy if you prefer, is the most popular choice with quite a variety of motors. There are four generations of GM motors.
 
 The Gen 1 SBC comes in iron only. 265-400 cid. Cheap as nails.  Pick them up at the corner store. Fairly old technology. No FI ones  will fit under a stock hood. Great motors, just won't work for me.
 
 Gen 2 or LT1 / LT4 1993-1997 5.7L and L99 4.3L. Let's just skip  the L99, nuf said. The LT4 is a rare as hen's teeth so I'll skip that  too. The LT1 is an iron block, the heads came in iron or aluminum. The  iron ones flow better but weigh more. The F-bodies and Corvette had  aluminum heads. Impalas, Caprices and Roadmasters iron heads. Beware of  L99s being passed off as *baby LT1s?. Corvettes also had four bolt  mains. It's fuel injected and the reverse cooling enable the  compression to be bumped up for more power. Power ratings are 260-305  hp and 325-335 ft/lb torque. Most common ones are in the 285 hp range.  The last LT1 was made in 1997, again good low mileage ones are getting  harder to find. The Camaro / Firebird ones may have been beat on a  little more. The Opti-spark ignition is problematic and a pain to work  on. $1000 -$1500 would seem to get you a one with aluminum heads. There  is a good supply of performance parts for it. It will fit under the  stock hood. The LT1 requires premium fuel. GM's T5 isn't as strong as  the newer Ford, 285 ft/lb rating, but some folks say it will will work  if you don't go hard on it (lots of controversy on this). The T56 six  speed is the preferred transmission but very costly, $1000 for a decent  one. Everyone knows what a LT1 is and wants you to pay for it. They  seem overpriced for what they are.
 
 Gen 3 or the LS Series 1998 to 2004. 4.8L / 5.3L / 5.7L / 6.0L Gen  3 motors fall into two categories, the LS1 / LS6 car engine and the  Vortec truck motors. The LS and the Vortec share the same architecture  meaning things like manifolds, headers and accessories interchange The  LS1 / LS6 are both 5.7L all aluminum motors the LS6 being a high output  version. The LS1 came in F-bodies from 1998-2002 and Corvettes from  1997-2004 hp is 305-350 and torque 335-365 ft/lbs depending on model.  The LS6 was used in Z06 Corvettes and newer Cadillac CTS V-series cars,  hp is 385-405 and torque 385-400 ft/lbs. The LS1 is by far the most  favored motor. A fair number of good low mileage unit to be had. They  are in demand so the price goes up $2000-$4000, some bargains to be had  but mostly ones that Jethro played with. Really I have found that $2500  is the lowest for a complete drop out without issues. Lots of parts to  make it work better. Light weight and powerful. It runs on premium  fuel. Fits under the hood. LS6s are rarer and much more costly. The T56  is really the only manual transmission to consider for these motors.  Again you are going to pay for the LS name.
 
  Now IMHO I come to what I feel is an overlooked motor, the Vortec.  Available in three sizes 4.8L, 5.3L and 6.0L. All have aluminum heads  except one year for the 6.0L, 2001 I think, be sure to check when  buying one. The 5.3L came with iron or aluminum blocks the 4.8L and  6.0L iron block only. The 6.0L is available in aluminum for 2007 I  believe. The Vortec motors came in GM trucks from 1999 to present.  Surprisingly the horsepower and torque rating are fairly close between  the three sizes of engines, 285-325 hp and 295-365 ft/lb torque. To put  a Vortec motor in an RX two or three modifications must be made. The  intake must be swapped for an LS series one ($100). The oil pan must be  swapped for an F-body style,($150) and depending on your radiator / fan  setup the front drive system may need reworking (whoever has experience  with this I'd love to hear). These motors are every where, the most  common one has to be the iron block 5.3L, 295 hp / 330 ft/lb. That's as  good as the LT1 with a better ignition system (coil packs), the same or  less weight and chances of being less abused. A good low miler can be  had for $750-$1000 slightly more for a 6.0L ($1500). The 4.8L is very  close to the 5.3L in power. The 6.0L has power closer to the LS1 for a  lot less money but 100lb more weight. In 2004 the 5.3L came as an all  aluminum motor in certain Buick Rainers, Trailblazer EXT and Envoy  XUVs. $1600 for 300 hp and 335 ft/lbs, same weight as an LS1,  hmmmmmm....... and you know that the soccer mom that drove it never  took it over 65mph. Plus it runs on regular fuel. I'm paying about  40-50 cents a gallon more for premium so that's quite a long term  savings. Again the T56 is probably the way to go but the T5 might work  with the 5.3L. The Vortec is a little more work, intake and pan etc,  but to me in dollar to HP value it looks pretty good.
 
 Form your own options. You can see which way I'm leaning. I hope  someone finds this informative and answers questions like what I had  six months ago. If I screwed up some facts please tell me and I'll fix  it. There's some links where some of my info came from, Google and the  search button for the rest.
 

[mayhamfx]

LS1Tech FAQ for swaps (great source for pinouts and wiring diagrams)
Gear and speed calculator
Driveline geometry site
Tire and wheel size comparer

[mayhamfx]

placeholder

[mayhamfx]

Placeholder

[mayhamfx]

placeholder

[mayhamfx]

placeholder

[mayhamfx]

Here are instructions for removing the FD dash: originally posted by RAPID

  Disconnect battery. Remove the column cover. Three Phillips screws (one  is machine thread) hold the clamshells to the turn signals. There are 4  tabs that hold the clamshell together. Push in on the bottom piece  while prying out on the top piece between the stalk openings to release  the first set. The second set are located closer to the steering wheel.  Pull the metal ring around the key switch and the twist lock  illumination light.
  The two end caps (side panels) need to be removed to reach a hidden  screw for the lower panel (under instrument hood). Use a flat tool like  a putty knife or flat screwdriver to release the three spring clips and  pull toward you. Do the passenger side too. With those off you can pull  the hidden screw and the one under the speedo and remove the lower  panel under the gage cluster.

  The gage cluster is held by two Phillips screws at it's bottom and  three spring clips. Once the screws are out it can be pulled toward the  steering wheel and up to release the three clips. The turn signal  stalks will prevent it from coming all the way out so the column must  be dropped by removing the two 12mm bolts. The column harnesses can  stay connected. After those three spring clips finally give it up and  the meter hood is loose all connectors need to be removed. It's hard to  see what needs to be pushed to release these so start with the  headlight pop up switch and lighter and work your way to the center so  you can twist if needed.
  For the dash to move away from the cowl both console panel and the  center panel (AC controls) need to be removed. The console panel has  four spring clips surrounding the shift boot wit one of them close to  the security light. It needs to lift almost straight up because of it's  alignment pins. Once it's loose remove all it's connectors and put it  in a safe place cuz it's expensive. The rear console is held with six  Phillips screws and pulls easily. With the gage cluster removed you can  see two Phillips screws that hold the center panel (the other two were  removed to pull the rear console). Pull these and there are two spring  clips just under the radio opening. The bottom needs to pull straight  out because there is a rather long alignment pin. Pull the four  connectors and put the AC console with your other shiny things. If you  are fortunate enough to have side panels they need to be removed to get  to four 12mm bolts that hold the dash to the trans tunnel. The hood  release is pulled by two 10mm bolts. The handbrake really should be  pulled but the cable can be left connected. Pull the three 12mm bolts  and completely remove the harness from the handbrake. There is a 10mm  bolt at the center base of the windshield under a trim piece so get an  extension and pull it too. I pulled my kick panels for other reasons  but if you need to they are held in by push pin rivets. Pop the center  of the rivet loose (not out) and the kick should work loose. The  welting is very close so pull the thresholds and the welting. Pull the  four 12mm bolts that you saw when you pulled the end caps and your dash  is loose. It can be pulled enough to reach two connectors on the driver  side and three on the passenger side. The dash can now be removed.

[mayhamfx]

                          Here is a glossary of common terms you'll see used on this site, regarding RX7s and other manufacturer drivetrains:

Engines/Platforms:

F-Body:   Produced from 1967-2002 (and 2009+), the F-Body describes the Chevrolet  Camaro and Pontiac Firebird platforms.   Various engine and  transmissions have been available in the F-Body platform, ranging from  fuel injected V6 engines to carbureted big blocks.

Y-Body:  Produced from 1953-current, the Y-Body describes the Chevrolet  Corvette.   As with the F-Body platform, many engine and transmission  combinations were available.

Gen III:   A term  commonly used for the General Motors generation III small blocks,  including many variants of the LS1 series, such as the LS1, LS6, LM7  and others.

Gen IV: A term commonly used for  the General Motors generation IV small blocks, including many variants  of the LS2 series, such as the LS2, LS3, LS7 and others.

LSx:  Not to be confused with the aftermarket LSX block from GM Performance  Parts, the term LSx is often used to reference any of the GM generation  III and generation IV small block engines.

LS1:  Third generation small block Chevrolet, produced by General Motors from  1997-2004, and used in various configurations ranging from 305 to 350  horsepower in the Chevy Camaro and Corvette, and the Pontiac Firebird  and GTO.  The LS1 displaced 5.7L and featured an aluminum block. The  term LS1 is often used as a generic term for all third and fourth  generation small blocks from GM.

LS6: Aluminum,  high performance variant of the generation three small block  Chevrolet.   Produced from 2001-2005, its output varied from 385 to 405  horsepower.  Available in the Z06 variant of the 2001-2004 Corvette and  the 2004-2005 Cadillac CTS-V and displaced 5.7L.

LS2:  A 6.0L fourth generation GM engine producing 400 horsepower.  The LS2  features several updates from the generation III GM design, including  features from the LS6 engine and updated sensor locations.   The LS2  utilizes an aluminum block, and was available in the 2006-2007 Cadillac  CTS-V, 2005-2007 Chevrolet Corvette, 2005-2006 Chevrolet SSR, 2006-2009  Chevrolet Trailblazer SS, and the 2005-2006 Pontiac GTO.

L76:  A 6.0L generation IV GM engine, used in the 2008 Pontiac G8.   The L76  utilizes an aluminum block and produces 361 HP.   In production  starting in 2008.

LS3: A 6.2L generation IV GM  engine, used in the 2008+ Chevrolet Corvette and possibly other future  GM models, the LS3 utilizes an aluminum block and produces 430 HP.

LS4:  A front wheel drive variant of the generation IV GM small block.   The  LS4 has a front wheel drive V6 bellhousing pattern and as such, is ill  suited to most rear wheel drive conversions.   Available in the  2006-2008 Chevrolet Impala SS, 2006-2007 Chevrolet Monte Carlo SS,  2005-2008 Pontiac Grand Prix GXP and the 2008 Buick LaCrosse Super, the  LS4 utilized an aluminum block and produced 303 HP.

LS7:  The LS7 is a 7.0L generation IV small block.  The LS7 features an  aluminum block and produces 505 horsepower.   The LS7 utilized several  high end pieces such as titanium intake valves and connecting rods, and  was available in the 2006+ Chevrolet Corvette Z06.

LS9:  The LS9 is a 6.2L generation IV small block.  The LS9 features an  aluminum block and produces 638 horsepower.  The LS9 also features an  Eaton supercharger.    The LS9 is available in the 2009+ Chevrolet  Corvette ZR1.

LSA: The LSA is a 6.2L generation  IV small block, similar to the LS9.   The LSA is essentially a detuned  LS9, featuring a similar aluminum block, but with a smaller Eaton  supercharger.   The LSA produces 556 horsepower and is available in the  2009+ Cadillac CTS-V.

LSX: The LSX is an  aftermarket block, based on the GM generation IV small block.    Utilizing a cast iron block, 6 bolt heads and several other strength  increase, the LSX block is advertised to handle in excess of 2500  horsepower.   The LSX is an GM Performance Parts item, and is not  available in any production vehicle, although several ?crate? engines  are available based on the block.

Vortec: GM nomenclature for the truck variants of the generation III and IV small block series.

LR4: A  generation III small block Vortec truck engine displacing 4.8L.  The  LR4 featured a cast iron block and produced 295 horsepower.    The LR4  was available in the 2003+ Chevrolet Express, 1997-2007 Chevrolet  Silverado, 1999-2007 GMC Sierra, 1999-2006 Chevrolet Tahoe and  1999-2006 GMC Yukon.

LY2: A generation IV small  block Vortec truck engine.   The LY2 is a replacement to the LR4  engine.   The LY2 features an iron block and produces 295 horsepower.    The LY2 is available in the 2007+ Chevrolet Silverado, 2007+ Chevrolet  Tahoe, 2007+ GMC Sierra and 2007+ GMC Yukon.

LM7:   A generation III small block Vortec truck engine.   The LM7 features an  iron block, displaces 5.3L and outputs 285-295 horsepower, depending on  application.   The LM7 was available in 2002-2005 Cadillac Escalade  (2WD), 2002-2006 Chevrolet Avalanche, 2003-2007 Chevrolet Express,  2003-2007 GMC Savana, 1999-2007 Chevrolet Silverado 1500, 1999-2007 GMC  Sierra 1500, 1999-2006 Chevrolet Suburban, 1999-2007 GMC Yukon XL,  1999-2006 Chevrolet Tahoe, and 1999-2006 GMC Yukon.

LM4:  The LM4 is an aluminum generation III Vortec truck engine.   The LM4  was a limited production engine, produced identical power to the LM7  (295 horsepower) and was available in the 2004 Chevrolet Trailblazer  EXT, 2004 GMC Envoy XL and 2004 Chevrolet SSR.

L33:  The L33 is an aluminum generation III Vortec truck engine.   The L33 is  also listed as a Vortec 5300 HO.   The L33 produced 310 horsepower and  was available in the 2006-2007 Silverado 1500 4WD and 2005-2007 GMC  Sierra 1500 4WD.

L59: The L59 is a flex fuel  variant of the LM7.   Power ratings and general details are the same as  the LM7 engine.   The L59 is available in the 2002-2007 Chevrolet  Silverado 1500, 2002-2006 Chevrolet Tahoe, 2002-2006 GMC Yukon,  2002-2006 Chevrolet Suburban, 2002-2006 GMC Yukon XL, and 2002-2007 GMC  Sierra 1500.

LH6: The LH6 is a generation IV  engine displacing 5.3L.   The specifications are essentially identical  to the LM4, but with generation IV additions (sensor locations) and  active fuel management.  The LH6 is available in the 2005-2007  Chevrolet Trailblazer, 2005 GMC Envoy XL and XUV, 2005-2007 Buick  Rainier, 2005+ Saab 9-7X, 2007 Chevrolet Silverado 1500 and 2007 GMC  Sierra 1500.

LY5: The LY5 is the iron block  counterpart of the LH6.  Output is 320 horsepower.   The LY5 is  available in the 2007+ Chevrolet Avalanche, 2007+ Chevrolet Silverado  1500, 2007+ Chevrolet Suburban, 2007+ Chevrolet Tahoe, 2007+ GMC Sierra  1500, 2007+ GMC Yukon and Yukon XL.

LMG: The LMG is a flex fuel version of the LY5.   Power and availability are identical to the LY5.

LC9:  The LC9 is the flex fuel variant of the LH6 and is available in the  2007+ Chevrolet Avalanche, 2007+ Chevrolet Silverado 1500, 2007+  Chevrolet Suburban, 2007+ GMC Sierra 1500 and 2007+ GMC Yukon.

LH8: The  LH8 is a 5.3L generation IV small block designed for the GMT 345 and  355 platforms.   IT produces 300 horsepower and is available in the  2008+ Hummer H3, 2009+ Chevrolet Colorado and 2009+ GMC Canyon.

LQ4:  The LQ4 is an iron block 6.0L generation III small block.   The LQ4  produced 300 horsepower and was available in the 1999-2005 Chevrolet  Express, 1999-2005 GMC Savana, 1999-2005 Chevrolet Silverado 2500/3500,  1999-2005 Chevrolet Suburban, 1999-2005 GMC Yukon XL Denali, and  2002-2005 Hummer H2 SUT.   Early LQ4 engines (1999-early 2000) featured  cast iron heads and a longer crankshaft to allow usage with the GM  4L80e transmission.

LQ9: The LQ9 is a high  output version of the LQ4 with higher compression flat top pistons (as  opposed to the dished pistons in the LQ4).   The LQ9 was available in  the 2002-2006 Cadillac Escalade and 2003-2007 Chevrolet Silverado SS.    The LQ9 features an iron block.

LY6: The LY6  is a generation IV small block engine which replaces the LQ4.   The LY6  features the same basic specifications as the LQ4, with the addition of  variable valve timing.    The LY6 is available in the 2007+ Chevrolet  Silverado HD, 2007+ GMC Sierra HD, 2007+ Chevrolet Suburban ? Ton and  2007+ GMC Yukon ? Ton.

L76: The L76 is a  generation IV replacement for the LQ9, featuring variable cam phasing  and active fuel management.   The L76 produces 367 horsepower and is  available in the 2007+ Chevrolet Silverado, 2007+ Chevrolet Avalanche,  2007+ GMC Sierra, and 2007+ GMC Yukon XL.

LFA:  The LFA is a variant of the generation IV engine used in the hybrid GMT  900 series trucks.   The LFA features active fuel management, a late  intake valve timing system and high compression.   The LFA produces 332  horsepower and was available in the hybrid models of the 2008+  Chevrolet Tahoe, 2008+ GMC Yukon, 2009+ Cadillac Escalade, 2009+  Chevrolet Silverado and 2009+ GMC Sierra.

L92:  The L92 is a 6.2L variant of the generation IV small block engine.    The L92 features an aluminum block and variable valve timing.    Producing 380 horsepower, the L92 is available in the 2007+ Cadillac  Escalade, 2008+ Chevrolet Tahoe, 2007+ GMC Yukon Denali, 2007+ GMC  Sierra Denali, 2008+ Hummer H2 and 2009+ Silverado 1500.

LT1:  The LT1 is an iron generation II GM small block displacing 5.7L.    Featuring reverse flow cooling, electronic fuel injection and advanced  ?Opti-spark? spark distribution the LT1 is essentially an updated  version of the original small block Chevrolet engine.   The LT1  produced 260-300 horsepower depending on configuration.   The LT1 was  available in the 1992-1996 Chevrolet Corvette, 1993-1997 Chevrolet  Camaro, 1993-1997 Pontiac Firebird, 1994-1996 Buick Roadmaster,  1994-1996 Chevrolet Caprice, 1994-1996 Chervolet Impala and 1994-1996  Cadillac Fleetwood.   Buick, Cadillac, Caprice and Impala models  featured cast iron heads.   Corvette versions of the LT1 featured 4  bolt mains while most other blocks utilized 2 bolt main caps.

LT4:  The LT4 was a special high output version of the LT1.   Featuring a  more aggressive camshaft, roller rockers and an upgraded intake  manifold, the LT4 produced 330 horsepower.   The LT4 was available in  the 1996 Corvette and certain versions of the 1997 Camaro and Firebird.

L99: The  L99 is a 4.3L, iron block, low output version of the generation II  small block.   The L99 was available in the 1994 Chevrolet Caprice and  produced 200 horsepower.   The L99 is externally identical to the LT1  engine, but with a smaller bore and stroke.

LT5:  The LT5 is an extremely limited production engine featuring an aluminum  5.7L block and quad overhead cams.   Co-developed by GM and Lotus, and  assembled by Mercury Marine the LT5 produced 375-405 horsepower  depending on year and was available only in the 1993-1995 Chevrolet  Corvette ZR-1.  Due to its large size, high cost and complexity the LT5  is a difficult retrofit into most platforms.

Transmissions:

T56:  The T56 is a 6 speed manual transmission available in multiple  platforms from various manufacturers.   With the exception of the Dodge  Viper, most T56 transmissions are approximately equal in strength.    Typically GTO and Firebird/Camaro T56 transmissions are utilized in  swaps, and LT1 and LS1 transmissions are not interchangeable without  changing multiple components.   The generation I and II compatible T56  was available in the V8 versions of 1993-1997 Chevrolet Camaro and  Pontiac Firebird.  The generation III and IV compatible version of the  T56 was available in the V8 versions of the 1998-2002 Chevrolet Camaro  and Pontiac Firebird as well as the 2004-2006 Pontiac GTO.   The Dodge  Viper T56 is also usable by changing several components.   The 1997+  Corvette 6 speed is not compatible as it is a transaxle design.  For  more information regarding gear ratios and interchange, please refer to  the transmission section of this book.

TR-6060:  A variant of the T56 transmission available in the 2009+ Chevrolet  Camaro SS and Pontiac G8 GXP.   The TR-6060 is stronger than the T56,  supporting 600 lb-ft of torque.

T5: The T5 is a  5 speed transmission used in multiple vehicles from many  manufacturers.  The primary transmission used in GM swaps was featured  in the 1993-2002 Pontiac Firebird V6 and 1993-2002 Chevrolet Camaro  V6.    Standard and ?World-Class? variants of the transmission exist,  with the ?World-Class? version being much stronger.   For more  information regarding gear ratios and interchange, please refer to the  transmission section of this book.

Powerglide:   A two speed transmission used in GM vehicles from 1950-1974, the  powerglide has a massive aftermarket following and is often used in  dedicated drag vehicles due to its extreme strength.

TH-350:   Developed during the 60s muscle car era, the TH-350 (also known as  THM350 and Turbo 350) features 3 forward gears and was featured in many  cars and trucks from 1969-1986.   Later years of the transmission  featured a lockup torque converter.

TH-200: A light duty version of the TH-350, the TH-200 (also called THM200 and Turbo 200) was featured in vehicles from 1976-1986.

TH-400:  Developed at approximately the same time as the TH-350 the TH-400 (also  known as THM400,  Turbo 400 and 3L80) is a stronger 3 speed  transmission used in many heavy duty applications from 1964-1990.

700r4:  Introduced in 1982, the 700r4 is a 4 speed automatic transmission.    Early versions (1982-1984) had a weak 27 spline input shaft.    Produced from 1982-1993, the 700r4 is also referred to as the 4L60 (no  ?e?).

200-4r: Based on the TH-200, the 200-4r  featured upgraded components for better strength and an additional 4th,  overdriven, gear.   The 200-4r was used in multiple models from  1981-1990. An HD version was used in the Buick Grand National and  features much higher strength than the 700r4 overdrive transmission.

4L60e: An electronic version of the 700r4, the 4L60e was used from 1993-2006 in multiple cars and trucks.

4L65e: An updated version of the 4L60e featuring increased strength, the 4L65e is available in multiple cars and trucks from 2001 on.

4L80e:  A heavy duty 4 speed overdrive transmission designed to replace the  TH-400.   The 4L80e was available in multiple GM truck and heavy  vehicles from 1991-2005.

4L85e: An updated  version of the 4L80e featuring increased strength, the 4L85e is  available in several 2004 and later trucks and heavy vehicles.