Application
Built for high performance vehicles and street rods, etc.
Factory automatic type shift pattern & manual hold operation
Final unit calibration is based upon rear axle ratio in use
Complete unit comes with general installation instructions
For proper operation TV cable must be properly installed and adjusted
Features
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Recalibrated Valve Body (for firm shifts)
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Full flow oil circulation
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Higher Torque and Thrust Capacity
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Significant Slippage Reduction
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Set up as “Non-lock-up" - standard or ("Lock-up" upon request)
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Hi-Capacity Filter
Competition Components
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Hardened Drum & Input Shaft assembly
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CNC machined high pressure regulator valve
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Front Pump Assembly with Stainless rings
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Shot-peened Turbine Input Shaft
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Hi Performance Clutch Packs & Kevlar Band
Options
| -AKY | Adapter Kit - Ford/Mopar to - Ford "Y" blk (54'-63') / Flat-head (49'-53') or Early Mopar SB (incl. Adapter plate, 164th Flexplate, crank pilot) - Mini-starter Additional | $951.05 | $1,117.80 |
| -AK | CNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance) | $652.05 | $767.05 |
| -TV | Throttle Pressure Shift (TV) Cable | $73.60 | $86.25 |
| -DS | Dip Stick & Tube (cadmium plated w/ locking top - specify engine) | $79.35 | $93.15 |
| -AB | Accelerator Bracket for TV cable w/cable extension | $52.90 | $62.10 |
| -FM2 | Full Manual Valvebody - Reverse shift pattern | $353.05 | $415.15 |
| -KT | Custom Conversion Installation Kit (Permits substitution from any TH350, TH400, or Powerglide to OD unit - Specify Vehicle & existing transmission) Call for pricing | $0.00 | $0.00 |
| -HS2 | 300M Input Shaft & Welded Drum Assembly | $687.70 | $808.45 |
Pricing
| HP10200-S-00 |
200 4R (Lock-up & Non Lock-up)
Core Charge:
$218.00
| $1,956.55 | $2,305.35 |
Order Notes
Fill out the "Converter Application Form" to determine correct converter size &
stall rpm. All transmissions with converters and related equipment will ship by
Freight in a special container.
Converters
| 12" | Street (non-l/u) | 2200 - 2800 RPMs | 400 | 375 | $568.10 | $668.15 |
| 12" | Street-Stock (l/u & non l/u) | 1500 - 1800 RPMs | 350 | 325 | $353.05 | $415.15 |
| 12" | Street (l/u or non l/u) | 1800 - 2100 RPMs | 400 | 375 | $472.65 | $556.60 |
| 10" | Street/Strip l/u | 2500 - 3200 RPMs | 500 | 525 | $1,138.50 | $1,339.75 |
| 10" | Street/Strip non l/u | 2000 - 3800 RPMs | 650 | 550 | $1,070.65 | $1,259.25 |
Performance wise, which is the preferred GM overdrive transmission, the 700R4 or 200 4R?
We generally make our recommendation based upon the vehicle/engine/axle ratio, and how the vehicle will be used. Keep in mind, that the basic 700R4 (4L60/4L60E) has a GM torque rating of only 360/375 ft/lbs and the 200 4R is 425 ft/lbs. The main problem with the 700R4 is the huge drop off from 1st to 2nd gear (3.06 to 1.62). This is not a problem with a small block with no bottom end torque, but for stroker motors or big blocks it’s a different story. Both units are upgradeable for handling more torque. An apples-to-apples upgrade cost comparison gives the 200 4R the edge.
Which of the GM overdrive transmissions is easier to install the 700R4 or 200 4R?
The 200 4R is easier to install because it’s the exact same size as a Turbo 350 or Powerglide. It has the same splined output shaft, so even the driveshaft/yoke can be reused, if retrofitting from either of these transmissions. It’s rear support uses a trans-mount and the cross-member and is exactly where the Turbo 400 mount is located (6 ¼” further back from the TH350 or P/G). The 700R4 on the other hand is a longer unit; it uses a different yoke and has (3) different tail-housings for mounting. Two are used with a torque-arm support and one for a cross-member.
What are the most critical adjustments for the overdrive transmissions?
Any and all overdrive transmissions that are not electronically or full manual controlled require (2) important calibrations for proper operation. The governor must be set up to operate with the rear axle ratio and tire size in use. In other words, you can’t just take an overdrive unit out of a car with a 3.08 rear and use it in a car with a 3.73 rear. Similarly, you just can’t make dramatic changes to the rear axle ratio and expect the trans to provide the proper shift points. The final most critical calibration is setting the proper geometry for the Throttle Pressure (TV) cable and then making its final adjustment. This must be done before putting the overdrive transmission is put into use. Only a competent transmission technician should make these adjustments.
What kind of transmission fluid should I use?
For Street and Street/Strip applications we only recommend the use of Ford type "F" Transmission fluid. For Extreme Duty applications we only recommend the use of ULX-110 type fluid. Both of these fluids are natural Petrolium based. Both of these fluids contain zinc which is the primary additive for proper lubrication for high performance transmissions. We do not recomend synthetic transmission fluids.
How much transmission fluid does my transmission take?
The transmission and torque convertor can take anywhere from 9 to 13 quarts of fluid. Most of the fluid is contained in the torque convertor. After installation of the transmission and convertor is complete, pour (4-5) quarts of transmission fluid into the transmission. Then place transmission into neutral, start engine, and quickly add transmission fluid until it reaches the full mark (pan rail level on most applications) on the dipstick. Shift transmission into reverse and let run approximately (3) minutes. Running in reverse (3) minutes will give any contaminants in the transmission, converter, cooler or lines a chance to settle into the transmission pan and not be introduced to the automatic shift control part of the valve body or governor, causing the shift valves to stick. For more details follow link. http://www.fbperformance.com/NewSite/page.asp?get=14&t=Bottom2
Why is the automatic transmission generally perfered over a stick shift transmission?
From a convenience stand point, most high performance automatic transmissions have the ability to be shifted manually or automatically. From an efficiency standpoint, today’s automatic transmissions incorporate a more efficient torque converter that is specifically built for each application. These torque converters have the ability to multiply the engines torque during the stall phase. A clutch on the other hand, simply is along for the ride by connecting the engines power to drive-line. All converters also have a built-in fluid dampening feature. For the higher horsepower applications the automatic transmission and converter combination is more often than not more durable and reliable than the clutch and standard gear box combination. We’ve found when doing conversions from stick to automatic in high performance vehicles that these cars generally drop from a half to three quarters of a second in elapsed time in the quarter mile.