I'll pay you for mine at Clay City this weekend Lou.

It will likely be yet another one of those parts that sits around for years without being used, but that just fits my profile anyway...

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Rob

I’m Mater
The Kentucky Poser

I'll take your money either way, Rob!

Lou

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Home of Slant6-powered fun machines since 1988

Looking at the cross member modification, for the 200r4, and the 4l60E, I can't help but think to myself, if you gotta cut it anyway, it might be better to use the 700R4, being a bit more robust.

As for the 4L60E, if you get one with the removable bell housing. I wonder if one could build their own bell housing, or hire it done for the SL6, that would not need an adapter. The thickness of that plate would be nice to eliminate.

I know, then you have to figure out the electronic shifting stuff, etc.. 4L60's are used in everything from 4 cylinder S-10's all the way up to 5.7l Suburbans. Lots of bell housings, and torque converters available, along with plenty of upgrades for performance.

Lou, I can bring money when I come down to Clay City too.

Do you have any suggestions for a vendor to get a 200r4 performance built and a torque converter?

I'm looking for a completely rebuilt, everything new. I can find them rebuilt on the internet but I was hoping one of you guys would have a recommendation. I looking for a higher stall converter as well. I plan to do some towing with the car too. Any suggestions or links would be great.

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Ryan Covalt
62 Plymouth Valiant Race Car 2170# 11.008 @ 117.65 MPH 1/4 Mile Best
72' Dart Swinger Street Car, 4 spd, 3330# 14.061 @96.58 1/4 mile Best

Christian, thanks for your thoughts. The 4L60E might be better for some applications, but it will take more work to have a bell made than a plate, plus we can get the plate made now. I encourage you to explore these options, and several of us would be interested in such things.

Ryan, sounds great. I am looking at extremeautomatics.com since it was recommended by the turbo Buick guys. Let's keep in touch on this. Charles Brooks might be another option??? For TC's, I am looking at Midwest, Edge, and FTI so far.

Lou

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Home of Slant6-powered fun machines since 1988

There are bolt on auto bellhousings in existence for the slant six.In Australia we used a local manufactured Borg-Warner trans that had a bolt on aluminium bell housing,I cut my last one up but they are pretty easy to find,are cast and weld quite well.The advantage is you would not need an adaptor plate therefore keeping the trans further forward reducing the crossmember and tunnel mods required,also importantly( in my opinion) is the fact that the slants all use a 360 degree bell and have sturdy lower bracing to support the loads of a heavy engine that has its mounts towards the front of the engine.I have heard of TH700 bells cracking in the lower mount points,like I said earlier,I preferred to modify/weld the Th700 casing,effectively making it a 360 bell and using the factory bracing....can it be done without using these braces? I never wanted to try it personally.
The other big advantage of using the electronic controlled trans is the availability of aftermarket control units to set the shift patterns to suit the end users goals,that would be a real nice option.
Those pics of the crossmembers that were cut up....was there bracing/reinforcement added to return the structure to its original or better strength? That member carries a lot of load and its intergrity must be kept intact.
Also keep in mind when fitting the trans that it must be fitted to maintain driveshaft alignment,not just for ease of fitment or bad vibes will develop.Steve

Ryan, I don't know him, but I believe Art Carr at http://www.cpttransmission.com/ is something of a legend in the automotive business, and is regarded as a very respectable guy. They make 200-4R transmissions and torque converters, capable of handling up to 1000 hp.

Olaf

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Aspenized

SlantSteve,

What auto trans bellhousing are available in Aus? Can you give us contact info for who makes them or how to find them?

Thanks,

Lou

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Home of Slant6-powered fun machines since 1988

Sure Lou, The bell housing I am talking about was a factory item, it was used to fit a Borg Warner model 35 trans behind slants to satisfy locally manufactured content from what I know. They used torqueflites up until the end of 66, then used the bolt on bellhousing/ BW35 combo until 1970 when the slant was replaced by the Hemi in the product lineup. There is also a guy called Geoff Dellow, he makes bellhousings for all types of stuff and would no doubt have something like a slant/ 5 speed manual trans bell, but I doubt he has any auto trans stuff . His company is called Dellow Automotive, but its been a long time since I have seen him and he may be retired. The factory bell would prob be the best place to start, I would imagine they are still laying around, my initial thought would be if the bell is deep enough to house the newer lockup style converters, perhaps some Aussie guys out there with VE or VF valiants could do a quick measure up to get a ballpark dimension to see if it works? I'm happy to help any way I can, but I'm away from my computer until the weekend and using my iPhone at the moment. Look in the gallery section, there is a guy with a really nice VE who seems like a great guy, maybe a quick pm and he could measure it up?? Gotta run, all the best, Steve

lou, i can pay in full, just let me know when and how you prefer to receive payment.

thanks, andy.

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84 D100 /6 long rod 225
86 D100 /6 my sons w/offy intake/weber carb
2016 buick regal turbo

Here are the different gear ratios for the GM 4-speed automatic transmissions, sorry I cannot make a better looking chart. As you see, the ratios for the 3 first gears in the 200-4R, are very close to the 904's ratios, while the 700/460's have a much lower 1.st, and a larger step between 1.st and 2.nd.

Powerglide 1.76/1.82 1.00
TH350 2.52 1.52 1.00
TH400 2.48 1.48 1.00
TH700-R4 3.06 1.62 1.00 0.70

M30 4L60-E 3.059 1.625 1.000 0.696
M32 4L60-E HD 3.059 1.625 1.000 0.696
M32 4L65-E 3.059 1.625 1.000 0.696
M33 4L60-E Hybrid 3.059 1.625 1.000 0.696
M41 4L30-E 2.860 1.620 1.000 0.723
M70 4L70-E Super Duty 3.059 1.625 1.000 0.696
M99 2ML70 2-Mode Hybrid* 3.692 1.705 1.000 0.738
MD8 4L60 3.059 1.625 1.000 0.696
ML4 4L30-E 2.400 1.479 1.000 0.723
MN8 4L80-E HD 2.482 1.482 1.000 0.750
MN8 4L85-E 2.482 1.482 1.000 0.750
MT1 4L80-E 2.482 1.482 1.000 0.750
MW9 HM 200-4R 2.740 1.570 1.000 0.670

904 2.45 1.45 1.0

Olaf

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Aspenized

This is one reason why the 200-4R is preferable to the others. I don't even like the wide ratio 1st 2 shifts on the A500 (2.74, 1.54, 1, 0.69). Wider than that would really suck.

Lou

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Home of Slant6-powered fun machines since 1988

There are also weight considerations:

GM 200-4R = 157 lbs.
GM 700R4/4L60/L460-E = 160-184 lbs.
GM 4L80-E = 227 lbs. (I have seen specs with weights up to 295 lbs.)

There may of course be different specs for different applications for all models.

An independent source for info is Novak Conversions, that makes adapters for Jeeps.They describe some of the different transmission versions, but unfortunately not the 200-4R.

Olaf

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Aspenized

I dont think strength with the 200r4 is a weak link as far as a slant goes. They can be built to take tons of abuse, and the hp/tq levels achieved with the slant isnt enough to warrant the extra size/weight or needed computer kits for the 4L's... JMO....

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MRO....

Cheap, Fast, Reliable.... Pick 2...

The 200R4 and the Wilcap adapter is also becoming somewhat popular with the Mopar flathead sixes. I think there is another F/H to GM adapter besides the Wilcap. The 200R4 looks like a good way to go. The flatheads have had trans adapters for awhile because the Fluid Drive and semi automatics from the 1940s isn't the most efficient system.