CZF Governor behind an Olds 355

You could try it, your call. Pick a shop you trust if you have the funds to build it, clutch pack clearance is critical, sure wouldn't hurt. I would do a couple of upgrades. The big Transgo shift kit with billet servo or CK shift kit and servo combo, bottom feed filter, CK has a pan spacer kit to fit the 700R4 filter for use with the stock pan, although a deep pan is better, hardened stator, cheap, stock is weak along with the hardened sun shell, also cheap and the stock one is also weak. Also hardened pump rings and a 10 vane pump with dual slide springs.Those upgrades along with premium clutches and bands should live no problem if everything is right.

if you send it out, make sure the builder has a track record with 2004r. The local guy who does "race" transmissions rarely knows anything about a good shifting 2004r.

If you decide you want to give it a try hit v8rumbles thread on his overhaul. Lots of us have assembled our own. It isn't near as hard and the pros would make it seem.

Let us know, i'm glad to answer questions as best I can.

oldson said:

JAny one tackle a rebuild by themselves or would I be better off handing it to a pro

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Buy the ATRA manual and look through it. Ron Sessions' T350 rebuild book has some useful workaround for improvising clutch pack compressors, etc. that might prove useful even though it's for a different transmission. Besides compressors, you'll need feeler gauges, a dial indicator and stand to check end play, a rubber-tipped air nozzle to check clutch pack operation, a compressor or air tank, a slide hammer and piece of angle iron to remove the front pump, and a bushing driver kit. Plus some dental picks and odds and ends...

Figure up the tools you'll need. You need a clean place to work; I use a hollow core door across sawhorses and cover it with newspaper. Take LOTS of photos. Bag each subassembly in plastic grocery bags and sandwich bags. Clean the case first, then clean and rebuild each subassembly and install them.

If you're changing all the bushings, select-fitting steels and frictions (thickness varies according to manufacturer), shimming proper end play, etc., it can take a while. But it's not rocket surgery, and once you have the tools and a build under your belt, the next time is almost a no-brainer.

Here's a page I made about building a T350: http://dave2.freeshell.org/car1/TWtrans/twtrans.htm The 200 is more complicated, but it's "more of the same", not radically different.

Rktpwrd said:

Actually the Monte SS came with 3:42's, and the 442's came with 3:73's. Learned this last year when I was lucky enough to find an '85 442 in the wreckers with the 8.5".

Either way, the governors should be close enough between the two not to make much of a difference. I pulled the matching 200R4 out of the same 442, and it'll shift at 5500 rpm at WOT with the upgraded governor from the TransGo stage II shift kit I installed in it.

Just FWIW.

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The Monte SS changed to 3:73 in 85

If it is a quality 3K converter it should drive OK around town but a 2200ish stall would be better. The constant pressure valve body is supposed to eliminate any burning of the clutches from an improper TV adjustment.