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Originally Posted by Vader  What he said. The 200-4R is a pretty stout unit.
Actually, the input drum on the 4L60/700 has been upgraded. There are aftermarket units with hardened shafts/drums to withstand shifts at 400 ft/lb at 7,800 RPM. I'd be more concerned about the reaction end at that point, since even the improved sun shell spline is a weak point. And then there's the reaction drum itself. |
As far as I know the Input's available are all hardened stock units and I have seen claims that they will handle upwards of 700 LB-FT but thats very dramatic for simple heat treating and the part is a couple hundred bucks.
There are also cheaper (less than $50) sleeves and custom pistons to re-enforce the point inside the drum that breaks most often.
But even at 400LB-FT My 350 TPI will beat that with fairly basic mods so I cant invest that kind of cash into a part that will proabably still fail in a trans that still has other weak points for the type of driving I intend. The 700 was not intended to be in OD at WOT and even if you bypass that safety feature it will most likely fail behind my engine.
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Originally Posted by ed o normally when the stator support strips it doesn't damage anything else/it just needs replaced and is held in by three bolts/easy fix-and it makes no movement forwards or reverse.
I have used the solid spacers from B&M and a super servo and still found 2004r's to shift soft even with a transgo hd shift kit. I haven't tried the hp type kit from transgo and think maybe that might be the way to go on the next 2004r build I do. Anyone use one? What makes a nice shifting 2004r? my velle is approx 530 horse BTW and I wouldn't want a sloppy shift-for the 700r4 the jet servo (which is the same as a t.c.i. one) makes real nice second,third,and fourth shifts IMO. |
I just recently read an article posted on a 442 forum about a members work with the 200 and he ended up removing all B&M pieces and was rewarded with a much better shifting unit with a mix of home grown solutions.
Thats nice since I can use his work as a guide when I tune mine and possibly save the cost of an entire shift kit that I would only have used some parts from any way.
EDIT:
http://www.442.com/oldsfaq/oft200.htm I'll be starting with the SS trans as I said so I'll be ahead of the game in that regard. I'm not intimately familiar with the 200's valvebody so I cant say I know for sure but if the only diffefence between the standard "granny-trans" VB and the performance VB really is just the diameter of most valves then I think that re-scaling the pressures involved would have a similar effect for less than the price of a new perf type VB.
In reality though the performance units are not exactly rare. All turbo I/C cars are supposed to have them as well as the SS's and 442's. All together there should be plenty of inexpensive cores for now. If the 200 really takes off then that will change.
