It's terrific. I had mine built by California Performance Transmissions (Art Carr's new company). Grandsportc3 also got his from the same company and he's running a lot of power and races his.

 

The 200 4R is the best mod I have done to my 81'. It makes it a whole different car to drive. (the 406 doesn't hurt either ) The install is real easy. The guys at Bowtie overdrives are a great resource to have. I have the problem with needing to shift it down to drive at low RPM's too. The guys at TPIS are discussing that right now . (They would like to run my lockup off of the ECM they are including in their price quote they're getting me)


-Justin

 

I currently have a souped-up 700R4 behind my 540 roller-cammed BB, and it's surviving sofar, but I think I'm pushing the envelope, even though it has all the goodies in it. Overdrive is a must. It also seems the 2004R has come quite a ways in the last few years. I'm considering the 200R4 when my 700R4 bites the dust, which I'm sure it eventually will. I do want to retain the lockup torque converter, although I've heard that Art Carr discourages lockup TC's for high-horsepower applications. Just wondering what the lifespan is for a 2004R residing behind a serious big-block, since it was originally designed for the lesser performance applications (Grand Nationals excepted).

 

DId I understand this correct? With the 700 you have to use a new crossmember as well as shorten the driveshaft? That translates into a couple hundred extra out of my pocket for trannys that according to the feedback seem to be "relatively" equal. 700 is also heavier than the other? I'd love to do this mod one day as one of the only things I dislike about the th350 is the highway speed rpm's.
ESU

 

I believe that to be correct. Either of the two ODs can be built to handle power if it's a reputable builder who knows what he's doing. The reason the 200-4R was the choice for me was that it bolts in for the TH400: no driveshaft mods, no crossmember mods.

 

yes, the 700R4 did require a new shorter driveshaft. I got mine from Denny's. it's beautiful, I admired and fondled it for at least 5 minutes before installing it.

originally, my '78 came with a TH350, and I replaced that with the 700R4 while I still had a small-block in the car. I didn't have to replace the trans cross-member. for the TH350, there's a trans mount adapter bracket that bolts to the front of trans cross member to pick up the TH350 mounting points. I unbolted that and fabricated a very stout bracket specifically for the 700R4 using some serious angle iron, cut, bent, welded to fit. my home-made bracket picks up the mounting holes for the TH350 mount, but also uses the mounting holes on the top of the cross-member that would've been used for a TH400. it's definitely attached very solid.

GM makes a tail-shaft housing for the 700R4 that puts the trans mount at the right location to pick up the TH400 mounting points on the cross member (I think it was used for the caprice classic and trucks), but I didn't like the idea of using the tail-shaft as the mounting point, because then all the stress is passed through the tail-shaft hsg to trans-case bolts. therefore I used the trans mounting point that is cast integral with the trans case, therefore requiring some adapter bracketry. I'm using the Energy Suspension poly-U trans mount, coupled with steel solid motor mounts (Moroso).

also, if you use the 700R4 tail shaft mounting point, it places the trans output yoke too close to the top of the trans tunnel. I wanted to drop the rear of the trans lower to get more trans output yoke clearance, successfully. I did have to relocate the parking brake pulley to a slightly different angle (cutting, grinding, welding) to get more clearance at that part of the trans tunnel. unless you're measuring with a protractor, you'd never notice the change. could also be attributed to 70's era GM "craftsmanship".

 

Get a BRF coded 2004R from a donor Turbo Buick. It has a better valve body. Then get some billet parts like the forward drum and a hardened stator.

Bruce at PTS does a lot of work on these trannys for us Turbo Buick guys. Please check out their custom deep pan. Yeah it's expensive, but it is awesome. Have one myself.

http://www.2004rperformancecenter.com/

 

UHHH....sorry bob77, BUT, the sheer amount and variations of fixes for the 3/4 clutches and the sheer amount of expensive metal parts known to be crappy, like that drum/shell, and the gear cluster....3-4-5 pinions whatever to select from....all trying to evolve into saving a bum design from the git go...that damn tranny in a LOT of pickups that haul and tow TONS of crap all the time, so they give all this amount of excuses why the damn thing fails....

when the list of possible parts failures and 'updates' exceeds the count of parts in the tranny,.....I think it's time to call it quits, a POS is a POS and NO getting around it.....

lets face it, the 700 is no good from the git go and nothing in the way of performance...meaning hi HP, and lightweight...VETTE.....OR heavy torque and hauling...PICKUP/truck/van....is good for the 700....

when the GN guys are getting 3700 lbs of car into the what?? 9's with the smaller lighter 200 4r, frankly I"m pissed to this day I went through all the aggravation of doing my 700 install....but at that time...some 8 years ago, that was all I knew of that would fit a chebby bellhousing...and it was in the C4/5 vettes so I figger it was OK...

BOY was I rong....my personal experience, and also look at the parts and recommended fixes for performance use....

GENE

 

all right Gene ...i hate to say this but i busted somthing in my 700r4.....i know you are not surprised....so now that the ceremonial crow eating is done what did i break??
i was playing with an RPM switch for controling lockup and all of a sudden when i turned it on something started lugging really bad almost felt like a flat tire.....i turned the lock up off and the problem seemed to go away....i have a new torque converter and it has had a pretty easy life so my gut reaction is that its not the torque converter but it does seem to only happen at lock up time??? what could it be


EDIT well the crow is now off the table but it was humbling for a moment or two...heres the problem

and this would certainly explain lugging at a low rpm in 4th gear...


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What did these 200R4s originally come with other than Grand Nationals?? Would like to find one..

 

More rocker problems??????

 

For my project, I'm running a 355 with a CC262 cam (I know that there is a lot of talk about Comp Cam's) and a 355 rear end.

 

yeah but this time it wasn't on the driscoll bridge at night and in the rain...did i forget to mention at rush hour