200-4r vs 4L80E?

[G-Body_Vet]

I'm in the middle of a transmission crisis and want some input from you guys. I know a lot of us are "pro 200-4R", but I like to do things right the first time if i can help it.

I've been looking at all of the hi-po trans builders to get an idea of limitations and cost of each. The ease of installation, weight savings, and "advertised" power capability suggest a 200-4R will hold up fine. I've also found quite a few people that say no matter how they're built, you begin to have problems when you exceed 500ft lbs of torque.

The 4L80E on the other hand is about the most bulletproof trans to go with as an OD. Downside is the extra weight, the cost can get up there, speedo conversion or electric speedo needed, the cost of a controller for it, and the shift linkage isn't exactly a plug and play deal from what I've read.

I could stay cheap and throw a 400 behind the 455, but I'd like to step up to something with OD. The car is going to be more of a cruiser with the occasional street thrashing.

 

[MonteCarloSS]

CKPerformance 2004r full billet trans for $1999.00 can't be beat. Friend of mine is running one behind a BBC with 650 ft pounds of toque for five plus years now with NO problems, had an Art Carr in before and had issues. Heres a link
http://www.ckperformance.com/resources/ ... SIONS.html

 

[joe_padavano]

Two big differences between the two. The 4L80E requires an expensive stand-alone controller to operate. Also, the 4L80E is HUGE compared to the 200-4R, so expect to need floor pan surgery to make it fit. Obviously, the 4L80E also requires a custom crossmember and driveshaft.

 

[Blake442]

You'll also need an adapter to bolt the Chevy-pattern 4L80 to your Pontiac motor.

I would go 200-4R if I were in your shoes.

When I built my 442 the TH-400 was more cost effective, but once I have the funds a 200-4R is going back in.