If you have MCSS why step back to 700-r4? It's heavier & has heavier parts to try to rotate so it soaks up a little more power and fuel to run, has too low of a first gear for a powerful motor in a light gbody, has a less than ideal gear change from 1st to 2nd and does not have as tall of an overdrive. Plus you have to have your drive shaft cut to make the conversion work and the MCSS already came with the 200-4r. On top of that they cost the same to build up to withstand the same power.
I know back in the day the garden variety 700-r4 was a little stronger than the garden variety 200-4r and many shops didn't know how to build a performance 200-4r but sheesh we have had the internet a long time now seems like the info should have made its way around.
PS. Pat have you ever got a time slip on a bat out of hell yet?
In the muscle car era if it had a small block it was your moms car.
When you turn your car on does she return the favor? Life's short enjoy your ride. Hybrid burns gas & rubber. Check out my photo album.87 Olds 442,
Blue on Metalic Silver with 275/60/15 drag radials on 15x8 442 wheels, 10-1 509ci Cadillac, 800cfm Q-jet, Performer intake, Street ported heads, 230@50 518 lift cam, Headers, Built 200-4R, 2800 stall lock-up converter, Electric fans & in-tank fuel pump, Factory AC, All factory guages work including tach & oil temp with the 509, Functional Hurst hood & rear spoiler, 36mm hollow sway bar, 3.42 posi 8.5, 17.0 mpg hwy, sold 87 Buick Grand National,
Tuxedo Black w Chrome 275/50 drag radials on 15x8 GN wheels, 231 Buick V6, TE-60 turbo, Stretch intercooler, 42.5lb injectors, 3" downpipe, 3000 stall lock-up converter, Meth/water injection, 3.42 posi 8.5, 22 mpg hwy, original owner ~ Goal for both cars 11.8 ETs / 115 mph in the quarter reliably on pump gas