I am going to be switching over to a overdrive tranny in my 57 chevy and have been looking at my options including the ads in the mags. I see advertisements for 700R4 and 2004R. I thought the 200 series were in camaros and S-10's (6 cyl rides)? and 700R4 in V8 In the ads, its seems they are equivalent based on price and Hp ratings they will handle (when updated/ modified). What are the differences between these (good, bad and ugly). and if you want to comment about me pulling the 4sp out (don't, its my decision to make it a better road car) thanks,
I have a 700 in my '33 with about 400 HP. Works great and I like it on the "road" (I have a 3.55 gear). If I did it again, I'd use the TCI valve body that eliminates the throttle pressure problems you can have. Mine has correct geometry on the carb linkage and is properly adjusted so it hasn't been an issue. BUT, it would be much easier just to have the new style valve body. One thing for sure, you need plenty of fluid cooler. I use the one in the radiator plus another external, even in a fairly light car. They DON'T like heat.
Nope plenty of the 200R4's behind V8's, Monte Carlos's, full size wagons, etc. I think most of the small auto's in v6 equipped s10's and Camaros are not 200R4 but the smaller weaker Th200 Metric. I'm a big fan of the 200R4, not be confused with the regular TH200, I believe the 200R4 was usually specified as a THM200-4R.. I can usually find a good 200R4 out of mid 80's Buick and Olds wagons. They don't seem to be beat on like the ones out of Grand Nationals or Regals. I don't think I've ever seen a 200R4 in an S10. Haven't looked in Camaro's. I had a 200R4 in my Henry J and it was great. It's about perfect to swap with a TH350, just a little tranny mount fiddling. My tranny guy as well as a few others I have talked to seem to prefer the 200R4 to the 700R4. Uses less power, better 1st gear. Most of the issues I've seen with them is usually related to the torque converter not being locked up in O/D and the cable being adjusted incorrectly. They also seem to be able to hold as much power as the 700R4's, which is illustrated by the amount of power the GN crowd puts through them. All the 200R4's I have seen have the dual Chevy/BOP bolt patterns. Here's some more help... http://members.aol.com/powerrslid/thm2004r.html http://gnttype.org/techarea/pictureguides/tranny/transguide.html
They used 200-4R's in the Buick GN's and behind 305's in Monte Carlos, Caprices, etc. V-6 S-10's used versions of the 700R4 depending on which V-6 was used. Not into 3rd Gen and up F-Bodies but I believe they used the 700R4 as well as I have never seen a 200-4R with the torque arm mount on the tailhousing. A good friend has a transmission shop and they build a fair number of both for rods and street machines. They both have their weak spots and it costs about the same to make either one hold up. The 200-4R has the multi pattern bellhousing, will fit in the same space as a TH350 and uses the same yoke and driveshaft as a short shaft TH350, later PG or GM 4 speed. It also has a more even gear spread than the 700R4 without the big drop from 1st to 2nd and a slightly deeper OD, 33% vs. 30% for the 700. My friend has one 200-4R out in an Olds Vista Cruiser with a 455 running 12's. For a heavy truck used for towing or a high torque BB in a heavy car I'd go with the 700R4 otherwise my choice is the 200-4R but either way I'd have them built by someone I know and trust. I have a 200-4R core at my friend's shop right now.
I've never had the 200 but I replaced the T-350 in my cpe with a 700R 43,000 mi ago and no problems. Car weighs 3700# runs a crate 454HP/425hp, w/3.42 gear. I've pulled as high as 19.5 mpg with it on trips. When I did the swap all I needed to do was move the tranny mount, no floor mods and used the driveshaft as is.
I think the 200 is a little too wild in first gear. The 700R4 is a nicer shift from 1st to second. Just my opinion.
Depending on the 4spd you have now, going with a 2004r you will not have to shorten the drive shaft. A 700 is three inches longer. There are more aftermaket upgrade parts for 700's. I just ordered a 2004r from Bowtie overdrives for my 56.
hey not to hijack this thread but do you have more info on the valve body I am having problems with the cable on a swap into a el cum thanks Ken
I have a 200R4 in a Willys - 650hp Paxton Novi blown and intercooled LT1 - no problems with taking the power but you definitely need a switchale lock up converter. Overdrive is great for Hwy - I run a 3.89 posi rear with 28" tall tires - great for Fwy cruising all day long and decent gas mileage too.
I think the 200r4 is a BOP bell housing only and the 700r4 is Chevy only so if you have a Chevy engine I would go with the 700r4. The 700r4 has a higher torque capacity also. Both trans. can be built to handle more power but the 700r4 will most likely cost a bit less. Good luck Brian
700R4 came in trucks primarily starting in 1982, and was replaced by the 4L60E around 1993. It amounts to being a TH350 with an OD gear added. There are various versions of it, some S10s have a version with fewer clutches. Camaro/Firebird also got this transmission. The best version to build from is a 1988-up unit. These transmissions have the Chevy V8 pattern or the 60' V6 pattern. The 200R4 is based on the TH200 trans, again with an OD gear added, and was used in most other auto applications - mid-sized and full sized RWD cars, Monte Carlo, Malibu, Caprice and their clones. Because it was used in applications with the Olds 307, some have the BOP pattern, some are dual pattern, and some are Chevy pattern. I don't know as much about running changes and improvements to this transmission. Both will stand up to a fair amount of abuse in stock form, as long as you run a big aux cooler on top of the original cooler.
The OD ratios are slightly different also. One had like a .67 and the other is .73. Damnifino which is which w/o lookin it up.
I have run a 700r4 in my 54 F250 for a couple of years now. I use it as it was intended to be used - as a truck - with a little more love than a new one. Use this link to set it up with carb: http://purplesagetradingpost.com/sumner/techinfo/700R4p1.html I do not like the 2-3 ratio differential. This tranny was intended for my 56 Chevy 210, but got hijacked during the truck build. Now that I know how to build em both and how they perform on the street and road, I would choose the 200r4 for most applications, including a tri-five Chevy. My opinion is that using the link above will save you the expense and seal wear of the TCI 200 psi valve body. Let us know what you do and how it works when it is done
I've been a 700 and 4L guy because it's all I know, but Rudebaker has me thinking I should open up a 2004r and see if I like it. I already like the fitment side of the issue.
Yes. There's only 1/8" difference between them. The 700R is 30 3/4", the 350 long is 30 5/8" and the trans mount is exactly 2" further back. I suppose someone will come in and say the 700 measurement is wrong that it's 30". That's the measurement listed for the Vette 700R
You had the long shaft TH350, the more popular short shaft is about 2-7/8" shorter. My friend has been an ASE Certified trans tech for about 17 years and built scores of killer GM OD's. He thinks the 200-4R is every bit as good as a 700R4 with the right mods and in the correct application.
Can't argue with facts, ha. I've only driven the car once, so I was going by how it felt. Could it be the ratio difference between 1st and 2nd on the two transmissions? It just felt wierd compared to my 700r4. I'll do a google search...
Thanks for all the info. From the reading I have been doing I was leaning towards the 200 as right now i have a M21 4sp. I am now looking for a good tranny shop to purchase one. I also need to see if the 200 has the same valve body issue as the 700 and whether TCI has one for it also. I plan to put about 400 - 425hp in front of it Any Seattle guys know of a good tranny place to get one or have one built by (if I grab a wrecking yard tranny)
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