![]() ![]() ![]() This sounds like a classic case of an incorrectly adjusted TV cable. Yes and hopefully you have not hurt the transmission in the process. We were thinking that maybe the torque converter is a little too soft and that’s causing the weak shifts. My problem is the transmission doesn’t seem to be as strong on the up shifts as it should be. The engine runs fine with a set of Edelbrock heads and Performer RPM intake and a Holley 750 vacuum secondary carburetor. I've toyed with this idea myself, but I'd have to do it undercover, since I'd never live it down with my friends.I’ve got a 700-R4 in my Chevy C10 pickup behind a typical 383ci small-block Chevy. I can tell you about some special tools I made, if you decide to go that way. That, and its not anywhere near as easy to rebuild. The 4L60E wiring, a place like Keisler or Phoenix should have this handled. The Mopar trans is easier to wire in, but will require manual switches. Only other downside is the electronic controls. The Corvette version of this trans had a separate bell housing, which means a bell for SB Mopars isn't very hard to make. This means less rotating mass, but may also mean less ability to handle large hp/torque. The other thing is that its "new" tech, which means no more cast steel drums, and all aluminum and stamped steel drums inside. Two weak points that stand out in my mind are the OD clutch, which tends to burn (the "65" upgrade should take care of that) and the overrunning clutch that lives in the middle of the clutch drum will give you headaches if its slipping at all. This could be toned down by playing with the line pressure servo motor. It hits hard enough that under light acceleration, it will chirp the tires on 1-2 shift. I don't recommend against it, but when we put it in a case for a 98 K1500, it blew out the servo housing from the main trans case. There is a servo upgrade for the front band, which is a step above the Corvette piece. I built one of these for a 94 Blazer, and it did very well. The other advantage to this trans is the lower first gear ratio. The 4L60E can be retrofitted with better guts to make it a 4L65E. I haven't progressed enough with my project yet but still strongly considering this. Nobody came back with anything bad except the standard "Don't put a GM part in your Mopar". Somebody tell me something bad about this setup. Art says he has a customer in PA with one behind a 406 stroker that runs 11.80s and still pulls down 25 mpg on the freeway. The gear ratios are better than the 727 and it does not require trans tunnel surgery to fit. It's also lighter and doesn't have as much HP loss through the transmission. This does not include a new 8" longer driveshaft since the 200-4R is 8" shorter than a 727. He estimates total cost including converter and installation at about $3300. Talked to several tranny companies about it and finally contacted Art Carr at California Performance Transmissions last week. Here's a post of mine from a year ago along the same subject but using a 200-4R instead of the 700-R4: I've been thinking about a 200-4R behind a 360 magnum crate motor in a '69 Dart for the past week or so.
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