1968 Cutlass Transmission Conversion
#1
1968 Cutlass Transmission Conversion
Hello,
I own a cutlass and I'm looking for options to replace the factory 2 speed automatic transmission. Is there a over drive transmission that will bolt to my bolt pattern without having to buy adaptors? I know the 200r4 might but not sure if the length is close to the factory transmission as I would like to keep the driveshaft stock just incase I decide to go back to stock as it's a numbers matching car now. Thanks
I own a cutlass and I'm looking for options to replace the factory 2 speed automatic transmission. Is there a over drive transmission that will bolt to my bolt pattern without having to buy adaptors? I know the 200r4 might but not sure if the length is close to the factory transmission as I would like to keep the driveshaft stock just incase I decide to go back to stock as it's a numbers matching car now. Thanks
#2
Hello,
I own a cutlass and I'm looking for options to replace the factory 2 speed automatic transmission. Is there a over drive transmission that will bolt to my bolt pattern without having to buy adaptors? I know the 200r4 might but not sure if the length is close to the factory transmission as I would like to keep the driveshaft stock just incase I decide to go back to stock as it's a numbers matching car now. Thanks
I own a cutlass and I'm looking for options to replace the factory 2 speed automatic transmission. Is there a over drive transmission that will bolt to my bolt pattern without having to buy adaptors? I know the 200r4 might but not sure if the length is close to the factory transmission as I would like to keep the driveshaft stock just incase I decide to go back to stock as it's a numbers matching car now. Thanks
Of course, you are aware that a stock 200-4R is marginal as far as strength is concerned. You should definitely get one built to handle your engine.
#3
I know that a 700r4 would need an adaptor to mount it. i was wondering if it's the same length as the 200r4 or is it longer? also is parts better then the 200r4 such as performance parts or are they close to the same in after market parts to make them just as strong? What would I need to make a 200r4 stand up to the abuse of my engine? Thanks
#5
I know that a 700r4 would need an adaptor to mount it. i was wondering if it's the same length as the 200r4 or is it longer? also is parts better then the 200r4 such as performance parts or are they close to the same in after market parts to make them just as strong? What would I need to make a 200r4 stand up to the abuse of my engine? Thanks
http://www.ckperformance.com/resourc...SMISSIONS.html
#6
The 2004r is the way to go in my opinion. The internal hard parts are the same in grandmas Cadillac as they are in a Turbo Buick. The big difference is the trans calibration (valve body, Governor, and servo). If you have a good 2004r the cheapest/easiest way to upgrade is a package calibration kit from CK or other vendor. Spend a little time on the Buick forums, those guys have the 2004r figured out.
#7
If using the 200 4 R in a 68 F85 originally having the Jetaway, does anyone make the necessary parts to continue to use the column shift for a factory appearance? What about the detends and shift pattern indicator in the dash? I'm most likely using CK Performance transmission.
Thanks for your help,
Thanks for your help,
#8
#10
#15
Chris at CK is a stand-up guy, and he certainly is one of the top 5 2004R builders in the country. I strongly recommend him.
Stock 2004Rs and 700s are junk, period. Even in the lo-po stuff they were put in from the factory they didn't last long. When built, regardless of all the stories you hear, anything more than 500 ftlbs of torque is going to be a crap shoot at best. Even the 'pro builders' of the 2004R are now advising against using them in performance applications, and it was Chris at CK who suggested I go to a 4L80E. The '1000HP' stuff you hear is plain BS, and the big-name guys will even tell you that. The 4L60E is nothing more than a newer, computer controlled 700, so might as well stay away from there too.
The hot ticket is the 4L80E/4L85E. Most complain that you have to have a 'computer', which boosts the cost. True, but they have come down in price, and the total project is still the same or less than doing a built 2004R. The only real drawback to the 4L80E/4L85E is the weight, being like 80 lbs heavier than a TH400. Other than that, it's all positive when it comes to the swap. You can hammer on this trans without worry, believe me, I know. I went through a beef BTO 2004R, sent it back twice, did everything right, and it just won't hold up. Even if it were built by one of the 'top 5', the length of time it lasts is much less than a TH400 or 4L80E. Period. All the turbo Buick guys that race and have '9 second cars' behind their' 2004Rs go through those trans's every year or so. Now G-Force even makes a conversion crossmember for the 4L80E, making the swap even easier.
If you're curious as to what's involved in the swap, on the PY site I documented the swap into my 71 LeMans, can take a look with the link provided. I also did a cost comparison to a 200, since I had just went down that path.
http://forums.performanceyears.com/f...=4l80e+install
.
Stock 2004Rs and 700s are junk, period. Even in the lo-po stuff they were put in from the factory they didn't last long. When built, regardless of all the stories you hear, anything more than 500 ftlbs of torque is going to be a crap shoot at best. Even the 'pro builders' of the 2004R are now advising against using them in performance applications, and it was Chris at CK who suggested I go to a 4L80E. The '1000HP' stuff you hear is plain BS, and the big-name guys will even tell you that. The 4L60E is nothing more than a newer, computer controlled 700, so might as well stay away from there too.
The hot ticket is the 4L80E/4L85E. Most complain that you have to have a 'computer', which boosts the cost. True, but they have come down in price, and the total project is still the same or less than doing a built 2004R. The only real drawback to the 4L80E/4L85E is the weight, being like 80 lbs heavier than a TH400. Other than that, it's all positive when it comes to the swap. You can hammer on this trans without worry, believe me, I know. I went through a beef BTO 2004R, sent it back twice, did everything right, and it just won't hold up. Even if it were built by one of the 'top 5', the length of time it lasts is much less than a TH400 or 4L80E. Period. All the turbo Buick guys that race and have '9 second cars' behind their' 2004Rs go through those trans's every year or so. Now G-Force even makes a conversion crossmember for the 4L80E, making the swap even easier.
If you're curious as to what's involved in the swap, on the PY site I documented the swap into my 71 LeMans, can take a look with the link provided. I also did a cost comparison to a 200, since I had just went down that path.
http://forums.performanceyears.com/f...=4l80e+install
.
#16
Thanks to all for the advice and options available on my project. Certainly there are things to consider. I have not yet nailed down the power range of my engine build. But will have that settled soon. That will help determine the choice of transmission. Shows how people on this forum can benefit from the experience of others.
This is great information and opens up a lot more choices.
This is great information and opens up a lot more choices.
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russell-t
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May 26th, 2013 10:13 AM