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SHIFT IT INTO OVERDRIVE

Kevin Aguilar . October 20, 2022 . All Feature Vehicles
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California Performance Transmission shines a new light on the 200 4R

It’s no secret that one of the most common GM overdrive transmissions is the 4L60E, and the 200 4R has always loomed in its shadow. Because 4L60E’s came in so many vehicles from the factory they’re very easy to find in salvaged vehicles. The problem we had with the 4L60E is that it’s computer-controlled and not a great solution for carbureted engines. It just doesn’t make sense to mess with a computer if you don’t have one for the engine itself. While looking for a viable option, we ran across Art Carr at California Performance Transmission (CPT). Art has been in business for many years building 200 4R overdrive transmissions that can withstand high-powered engines.

Though people don’t typically use 200 4R transmissions, they can be surprisingly good at getting the job done. These gearboxes were normally found behind the factory-built, turbocharged V-6 engines in Buick Grand Nationals. One of the better known facts about them is that they are the same length as a TH-350 and Powerglide, meaning that if you have one in your truck, you can upgrade to this overdrive transmission and keep the same driveshaft. However, you might need to move the transmission cross member to mount it. The bolt pattern fits a wide variety of engines including Buick, Oldsmobile, Cadillac, Pontiac and Chevrolet.

The gear ratios on the 200 4R are also better when compared to the 4L60E. On the 200 4R first is 2.74:1 and second is 1.56:1; while on a 4L60E, first is 3.059:1 and second is 1.63:1. The shorter drop in gears means that the 200 4R has smoother shifts between gears with reduced rpm drops. If that wasn’t enough, the 0.67:1 overdrive gear is also better than the 0.70:1 that’s on the 4L60E.

The one downfall is that the factory version of this transmission can only support so much power. So if you’re bolting one behind a hefty engine, you’ll need to have something strong to hold up to the power. Lucky for us, Art Carr was a big time drag racer back in the day, and knows how to make vehicles go fast. His solution is to build 200 4Rs with internals that include extra clutches, a large second-gear billet aluminum servo, heavy-duty second-gear band, a 10-vane pump kit, a hardened steel stator, a heavy-duty heat-treated intermediate shaft and drum assembly, more clutches in third and overdrive gears and a custom-calibrated torque converter. CPT has several different kits based off of power levels going all the way up to 1,000 hp.

While on our way to transforming a beater ’62 GMC into a tire-frying daily driver, we decided to ditch the old 305-cid V-6 for cid small-block from BluePrint Engines. The easiest solution to transfer that raw power to the 12-bolt Chevy rearend would have been to go with a tried and true turbo 350 transmission. Mind you, we have a high power stroker engine, and we wanted to keep the rpms down while cruising at high speed. To maintain a lower rpm and possibly keep mileage and fuel costs down, we decided to go for a 200 4R transmission.

While our truck was at Devious Customs, we had the talented crew install this transmission along with the rest of the parts to get it back on the road. Since our GMC was a little different from your run-of-the-mill GM truck, the installation wasn’t so straightforward. Like the engine, the transmission required a custom mount, and we also needed a driveshaft to connect it to the rearend. We contacted Inland Empire Driveline to have a driveshaft made. Follow along to find out more about these transmissions and what it took to install this one.

1. CPT starts the torque converters with cores. They are split open and milled to specifications.
2. CPT starts the torque converters with cores. They are split open and milled to specifications.
3. Once the case has the correct shape, the mounting tabs are welded on.
4. The internal turbine is furnace brazed, and the fins are angled to the specified stall speed. When you order a torque converter, stall speed must be based off of the camshaft in the engine. Our BluePrint Engines 383 SBC came with a really mild cam and required a 2,000-2,200-stall converter.
5. With internals set, the cases are welded together and balanced within 5 grams. After this, they are painted and ready to go.
6. With internals set, the cases are welded together and balanced within 5 grams. After this, they are painted and ready to go.
7. For the transmissions themselves, CPT also starts with cores. The cases are cleaned up and painted before getting new components. Here the output shaft is the first piece to be installed.
8. This planetary is bigger and stronger compared to stock versions.
9. CPT uses thinner clutches, which allows room for the addition of three more for 20% more gripping power.
10. CPT uses thinner clutches, which allows room for the addition of three more for 20% more gripping power.
11. The gear bands are wider for more surface area. They’re also lined with high friction material that improves holding power.
12. Some of the downfalls of the factory 200 4Rs are caused by failure of the internal components. The input drum is prone to having the splines shear off, but CPT heat-treats its versions to help them withstand heavy loads.
13. The second gear servo is installed. These have a larger surface area that makes for better shifts between first and second.
14. With all of the internals in place, the stator and pump body are bolted on to lock in the components.
15. The weights on the governors are machined for better shift points. Here, it’s installed on the under side.
16. This valve body is what gives the transmission the ability to shift on its own. It’s bolted on along with the modified shift plate.
17. This valve body is what gives the transmission the ability to shift on its own. It’s bolted on along with the modified shift plate.
18. The oil filter was put into place.
19. To seal the transmission, the gasket was put in place and the oil pan was bolted on.
20. When you order a CPT 200 4R you can be rest assured that it will work as advertised. Before any of them leave the shop, they are dyno tested to ensure they shift and function correctly.
21. To get our engine ready for the transmission, our Summit Racing flex plate (P/N SUM-G104SFI) was bolted to the back of the motor.
22. The torque converter was filled with Royal Purple Max ATF to make sure it works at the proper rpms. The converter was fitted to the transmission.
23. The torque converter was filled with Royal Purple Max ATF to make sure it works at the proper rpms. The converter was fitted to the transmission.
24. The whole unit was bolted up to the engine and the torque converter was secured in place like so.
25. The whole unit was bolted up to the engine and the torque converter was secured in place like so.
26. The dipstick was attached to allow us to check the oil level once the drivetrain is installed.
27. The TV cable was secured in place and fed to the carburetor. This will need to be adjusted correctly before you move your vehicle. If not, you can burn up the overdrive gears and cause severe damage within a few feet of movement.
28. Since the whole assemble was made into one, the unit was dropped into the bay of the ’62 GMC. This was done with a forklift, but an engine crane will do the same job. If the motor is already installed, the transmission can be put in place from the under side of your truck.
29. The tricky part of the installation was securing the rear of the transmission. This mount was made so that it could be bolted in place and removed easily if need be.
30. The tricky part of the installation was securing the rear of the transmission. This mount was made so that it could be bolted in place and removed easily if need be.
31. To give us a reading on the speed of the truck, this sensor (included with our new Autometer gauges) was placed in and properly wired.
32. To give us a reading on the speed of the truck, this sensor (included with our new Autometer gauges) was placed in and properly wired.
33.To keep the oil cool, we dropped in this Flex-a-lite transmission oil cooler in front of the radiator. Then we scavenged the local auto parts store to get the proper fitting and hose that we cut to length. The system was filled with 6 quarts of Royal Purple Max ATF oil.
34.To keep the oil cool, we dropped in this Flex-a-lite transmission oil cooler in front of the radiator. Then we scavenged the local auto parts store to get the proper fitting and hose that we cut to length. The system was filled with 6 quarts of Royal Purple Max ATF oil.
35. Because the engine and trans swap made for a Frankenstein build, we needed a specially made driveshaft. Rocky from Inland Empire Driveline stopped by to measure for a custom version. Since our shaft would have to be more than 60 inches and slightly over 72 inches, we needed one with a 4-inch diameter in order to maintain a single-piece shaft. Rocky also measured this cross member to make sure we had the room for it, and he also measured the flange on the rearend for the proper U-joint.
36. Because the engine and trans swap made for a Frankenstein build, we needed a specially made driveshaft. Rocky from Inland Empire Driveline stopped by to measure for a custom version. Since our shaft would have to be more than 60 inches and slightly over 72 inches, we needed one with a 4-inch diameter in order to maintain a single-piece shaft. Rocky also measured this cross member to make sure we had the room for it, and he also measured the flange on the rearend for the proper U-joint.
37. Because the engine and trans swap made for a Frankenstein build, we needed a specially made driveshaft. Rocky from Inland Empire Driveline stopped by to measure for a custom version. Since our shaft would have to be more than 60 inches and slightly over 72 inches, we needed one with a 4-inch diameter in order to maintain a single-piece shaft. Rocky also measured this cross member to make sure we had the room for it, and he also measured the flange on the rearend for the proper U-joint.
38. Our driveshaft was made out of aluminum to keep weight down. The yoke was slipped in the transmission and the U-joint was secured to the rearend.
39. Our driveshaft was made out of aluminum to keep weight down. The yoke was slipped in the transmission and the U-joint was secured to the rearend.
40. To simplify things, we got a 30-inch column shift tilt steering column (P/N FR20021) from Flaming River. If you order one of these with this transmission, remember to tell them that you have an overdrive transmission. That way, they attach the right indicator.
41. To shift between gears using the lever on the column, a Lokar Performance Products linkage kit was used. After it was all buttoned up and the truck was set free on the streets, we mashed the throttle to give it a full test. The transmission not only held up to the power of the 383 stroker but we barely even noticed it shift gears. We were truly impressed with the performance we got from this transmission.
42. To shift between gears using the lever on the column, a Lokar Performance Products linkage kit was used. After it was all buttoned up and the truck was set free on the streets, we mashed the throttle to give it a full test. The transmission not only held up to the power of the 383 stroker but we barely even noticed it shift gears. We were truly impressed with the performance we got from this transmission.

Sources:

Autometer
866.248.6356
Autometer.com

BluePrint Engines
800.483.4263
Blueprintengines.com

California Performance Transmission
800.278.2277
Cpttransmission.com

Devious Customs
951.359.9666
Deviouscustoms.com

Flex-a-lite
800.851.1510
Flex-a-lite.com

Flaming River
800.648.8022
Flamingriver.com

Inland Empire Driveline
800.800.0109
Iedls.com

Lokar Performance Products
877.469.7440
Lokar.com

Royal Purple
888.382.6300
Royalpurpleconsumer.com

Summit Racing Equipment
800.230.3030
Summitracing.com

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