I have a 51 Chevrolet convertible with an x member frame putting in a 350 with an overdrive trans either a 2004r or a 700r4 width is a problem in the x is one transmission narrower than the other or does anyone have a pix of both of them looking down on them
200R is narrower and longer in pan, L-R T400, 200R, T350, and 700R. http://www.superchevy.com/how-to/46278-automatic-transmission-overdrive-install/#ixzz3LnHVuQjf
I think the a 200R4 is a smaller overall size. The only critical thing is getting throttle pressure adjusted correctly.
about 500 miles ago I put a 2004r in my car. it replaced an old leaky th350 and fit right into the tunnel - car is channeled 6 inches too. just had to move the trans. cross member back some but everything else bolted in well. couldn't really wrap my head around the size of a 700r4 until I saw it with my own eyes. good luck!
I have put in a 2004r in my cutlass insted of a 350 i have to move the beam back approx 150mm [5 7/8"] The biggest isue was the drive shaft was to long so it need to shorten (i bought a new one) And i need to move the hole to the hook to the emedagecy brake cable so it worked with move beam /Stefan
with either trans be sure to get one from a shop that specializes in them so you get a good reliable one and all of the correct parts/tech info too
In 1966 this guy spent about an hour schooling me on the torqueflite- 5 or 6 calls and would not accept any payment. He was among the first to go beyond the factory tranny and was quite successful. After some years he disappeared and I found that he fell to the old trap where the bartender buys your bar because your not making any money! Where did the bartender get his cash? Later he was not allowed to legally use his own name, so I've heard. Things must have changed and I would not hesitate to ask him. http://cpttransmission.com
I had a 2004R rebuilt for my 39 to replace a 350 turbo. jalopy Joker is correct. make sure you get a specialist for your 200 rebuild and do your own homework so you you know what needs to be replaced in the transmission. They need some special upgrades to survive in your hot rod. And be sure to set the throttle pressure adjustment correctly before you drive it. My local shop will no longer rebuild them because people would get them rebuilt, take them home and run them without properly adjusting them and then blame the shop when the transmission failed.
I wanted a 200R in my 36 Chevy Tudor because I was told it used less H.P. when I took it to a performance transmission shop he insisted on a 700R. He had to massage the floorboard but no problems. The engine quit pucking oil
If you have the option, go with a 700, I would do it that way. Use a 200 only if you don't have an option. 200 Trans can be very strong, But it takes quite a bit of cash before that happens. Its pretty easy to blow up a stock spec 200 with modest Small block. Not so with a 700 and same Engine. It's true that a 200 takes less power but if you run a 700 that minimal power loss can be made up easier and cheaper in the engine and still no worries about your stock spec 700 holding the power of an upgraded engine
I ran two different 200r4's in my 39 Ford. The plus is you can use the same driveshift as my 350 turbo. The 700 r4 is too wide. I had 2 200r4's go bad after 6 months each. The cases were warped. I had 2 B&M transmission coolers hooked up to cool the transmission. The 200r4 get hot. I suggest buying a B&M temperature gauge for $50. After the second one blew I went back to the 350 turbo but with a lockup. Buy a brand new 200r4 only. My 350 turbo going thru two coolers rarely runs over 150 degrees.
Two cases warped? Not likely. You need a different builder. 2004r can be just as reliable as a 700r4. Get the pressure up(boost valves and spring), quality clutches and band with proper clearances, and a good cooler. Pump must be clearanced properly with hard rings and hardened stator support, and a hardened sun shell deeper into the trans. Drum must be in good condition and the rest of the clearances in the trans properly set, other wise you end up with excuses like "warped case", bad valve body, etc...
I put a 2004r in the wife's 62 Nova Convertible. Replaced a 350th. So far it is working as advertised and I love it.
I see no...advantage to a 700-4R The gear ratios are horrible..! I had one in my Chevy II. It was a full manual shift trans. and driving around town...I just used 2nd gear to start..! Bout the only time I used first was to get onto the freeway. The T200-4R has a MUCH better thought out gear set. Strength is similar. Actually a friend of mine (http://www.scottmcclayengineering.com/) can build the T-200 (three spd. version) to work well behind 1000hp Super Stock Hemis. And the only difference in the three spd. and the four spd., is...fourth gear. The internal parts that make up one thru three are the same in both transmissions. I have three cars, all three have T200-4R's in them. Mike
L drug this post up to ask if some has the length comparison of the automatics to a manual bell housing /Muncie 4 speed length / dimensions ? dave
O.K., the auto's are in post #2, for the Muncie, from the front mounting surface to the rear of the tail housing is 23", while the input shaft and bearing retainer (depth of bell housing) are 6.3". I couldn't find the length of the end of the input shaft that fits into the crankshaft bushing, but figure on about an inch. Hope this helps. K6
I've been running a 2004R in a 55 Chevy wagon with a 305 for over ten years using a torque converter lock up and a tranny cooler. It shifts smooth and doesn't run hot. Why don't I have problems?
I am ready to install an O/D auto and an 8" or 9" rear in my '40 Ford behind the 327 Chevy. My '32 Highboy has an all-around balanced drivetrain with 35o, 700R4, and 3:73. At 75 mph, it gets 22 mpg at 2050 rpm's with 31" tires. I talked to the trans guru who has built 3-700R4's, 2-TH 350's, and 1-4L60E for the club members. I wanted him to build a 200-4R for my sedan because of less fabrication needed to my stock frame. He talked me out of it because of the extreme expense plus his insistence that I would not be happy with it. I drive my cars cross-country to car shows, and I expect reliability. He has convinced me that the 700R4 is the one because of its sheer numbers plus the scarcity of 2004R's in street use. I trust his judgement, and his rebuilds speak for themselves.
The 700 in my 40 was built by our local trans guru (since retired) and it lasted about 8000 miles. A friend had a 2004r on hand for his project that had stalled. I put it in my coupe and it has lasted 10,000 already. I just had another 200 built for my 40 Tudor project by another respected trans guy and he speaks well of them. Time will tell.
I took the advice of our trans man in San Antonio. He hasn't been wrong yet, and all of us customers are totally satisfied.
2 different 200 4r transmissions. The one behind the Grand National turbo and the rest. The GN version is already built for abuse of the Hot Rod guys. The other needs lots of upgrades. The run of the mill 700r4 from 89-93 is good to go with a stock rebuild and shift kit for the street Hot Rod. Pre 89 700R4....not so much. The 700r4 gear spread is fine on the street.
Art Carr did installed a 2004R behind my Flathead 10 years ago I am VERY happy. http://www.cpttransmission.com
models916 - Reread my post about having had a 700-4R in my Chevy II...on th street. NOT happy at all with it. Glad it was a manual shift, so I could bypass that crappy 1-2 shift, by starting in second gear about 90% of the time..! Being a "performance" enthousiaste, that transmissions shift is a waste of time, at least in my opinion. I'd guess if the trans. was a very soft shifting trans., it might not be so obviously bad..!
I bought a used MONTE SS 200R and it's got 12K miles on it since I've had it. It was cheap and I'm happy with it for the most part. I used a TCI kit for electronic hook up. I'll never get the speedo completely accurate since the gears available are for it are 3.42 and 3.73 and my car is 3.55. I've learned to keep it in 3rd gear until getting on hwy it jumps between 3 and 4th.
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