I could reuse my driveshaft with no modifications.
I had to move the crossmember back to accommodate the new trans, but there were holes already drilled in the frame at the right place.
My cooler lines required minor re-bending, but the length was ok.
I did need to buy an aftermarket shifter because the column one wouldn't fit.
I needed to buy an aftermarket lockup converter controller. I was offered a non-lockup converter by the trans shop, though.
I needed to buy a longer TV (throttle-valve, aka detent) cable.
However, I'm running a 250-I6. I can't speak for durability, because the trans came from a 90 Caprice with a 350 TBI. My rearend gear is too high - lockup isn't really practical until about 60 MPH, and B&M recommends it be set no higher than 45 MPH. OD isn't practical in town, as the speed limit here is about 30 MPH, which translates to approximately 1500 RPM. Apparently a set of 3.42/3.55 rear gears is about ideal for cruising/all-around general use.
Talk to your local trans rebuilders and see what they have to say. Many here said they weren't able to guarantee their work for anything other than a stock-type rebuild and use, but I found one who would happily do so and was familiar with building and modifying them for racing.
Hope this helps, Dave.
Chevelle-list wrote:
Dale, I'm interested to hear the results of your 200R4 conversion when all is said and done. I remember one lister (Kelly Hanna I think?) had done up a 200R4 and had catastrophic failure within a few days, although I see lots and lots of 11 and 12 second turbo Buicks, and I'm sure those guys didn't all convert to 700R4s. I'd really like an overdrive for my 406-powered '70 and the 200R4 looks like a lot simpler of an install when replacing a TH350.
Does anyone else on the list have any 200R4 success stories?
-Dave
-- www.swingvictoria.com
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