200r4 transmission

[olds307 and 403]

I have used the Transgo kit, multiple times, the newer one with Servo is good. The CK kit is supposed to be the best. I ordered their pump for proper pressures, shift kit and seal kit over 2 months ago, hopefully it shows up. I have ordered parts before and they came much quicker. Their improved GN servo I ordered in the spring, it came in a normal amount of time. I wonder if they had to build the pump?

 

[Longroof79]

I have used the Transgo kit, multiple times, the newer one with Servo is good. The CK kit is supposed to be the best. I ordered their pump for proper pressures, shift kit and seal kit over 2 months ago, hopefully it shows up. I have ordered parts before and they came much quicker. Their improved GN servo I ordered in the spring, it came in a normal amount of time. I wonder if they had to build the pump?

Thanks for your feedback on the shift kits. I know Trans-go had always had a good reputation in the past, and of course CK is quite knowledgeable regarding the 200-4R. I hope you're able to receive your parts soon. They could've had a backlog of orders...or shipping issues.

 

[olds307 and 403]

One thing to be careful on is not to set the band too tight when installing the servo. I did, it chirped the tires at part throttle. The trans didn't last long. The next trans, I set the servo without any of the washers. I did what Dan Mascal said. Basically it was bottoming the servo in the trans but can't remember was the clearance was supposed to be🤗. The CK servo comes with instructions. A better servo makes a noticeable difference in shift quality.

 

[Longroof79]

My buddy has a BRF 200-4R in his Olds and it had lost 2nd gear. It was converted to non-lockup. He overhauled the trans several years back and he's wondering if the loss of 2nd is somehow due the servo not setup properly. The fluid is still clean with no debris at the bottom of the pan. He used the Superior billet servo. I know the pin depth is critical to the engagement of the 2nd gear band.

 

[565bbchevy]

As far as price comparing a GV to rebuilding an overdrive trans it will always be cheaper to do the OD trans but when you get to a certain power level the GV will be strong enough to handle it but it also needs the trans in front of it to be capable of that same power level but having the gear splitting is nice.
My Monte with a 565 BBC will eventually get a GV but my Regal with a 355 SBC will get a rebuilt 200R4 if the one in there fails.

 

[Longroof79]

Honestly, I'd prefer the GV overdrive unit backed up to my th350 versus the overdrive trans, but the 200-4R is probably more cost effective.
I had an opportunity to buy an overdrive unit from American Overdrive. This was before Gear Vendors. It was just under 1K, like $800.-900. It was a promotional deal at the time, but it was a lot of money back then. Looking back in retrospect, it was still a good deal.

 

[80lemans]

Here are some pictures of the ID tag and casting #s

 

[69hurstolds]

The tag says it's a 1985 442 (OZ) transmission, built at Three Rivers, MI transmission plant, second shift, on January 23, 1985. Installed as transmission sequential number what appears like either 1210/1218/1219. Sorry, can't make out exactly what the last number is.

The car VIN derivative is listed on the driver side on the flange just above the pan. The last 6 will determine which car it went into. Best guess the last 6 is somewhere around 360???-363??? range I'm guessing.

 

[83MonteCarloSS]

It looks like you got a good one and it should have come with a good torque converter, D5. 1985 OZ from a 442 should have a high performance valve body, calibrated for 3.73 gears, and higher WOT shifts. I would make sure all the clutches look good, install a shift kit, install hardened pump rings, replace the TCC solenoid, make sure you have 3.73 gears or get them installed, and run it.