LUVTruck.com

Hey everybody I’m starting my LUV project I’m putting in a chevy 355 motor with a 200 4r transmission I want to know if any body can help me on what are the modifications on the truck and what tips can you people give me to complete the v8 conversion. And what are your recommendations on how can I make the LUV machine work at its best. I already completing my 355 and I’m going to start to work on the transmission, I want to know on what are the right parts I have to put for example the headers I know hooker headers offers the v8 conversion but those are a little bit out of my range there to expensive im planning on using the block hugger headers.

I'm starting a v8 swapp myself and have found on here plenty of info just do a search or read through and find Old Rob on here he can answer your questions, Try www.powerbyace.com they have all the motor mtns and trans mtns fenderewll headers, inframe headers etc.

This is a great website. Many on here, as well as myself have done from mild to wild luvs. Use the search button. Think you cant find ANYTHING you will need to do your project. If not? Post up a question. Lots of knowlegable people on here.....

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Money can't buy happiness, but it can buy horsepower...and that's kind of the same thing...

The search button is your friend

http://www.luvtruck.com/pdf/engswap.pdf

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Certified pilots, looking down on people since 1903.

Its really is a very good website but there’s transmission adapters for the 700r4 and the 350 but not for my transmission the 200 4r what should I do?

They used the 200r4 in the Buick GrandNational, with the 350 GM Diesel. I had one on a Pontiac Grand Prix with their 301 V8, so I would think a BPOC adapter that works with the Chevy engine. As far as I know their is only one BPOC pattern.
Cadillac did use a different torque converters and bolt patterns for them. And some other transmissions.

Some people do not like the 200r4 but I will tell the GrandNational folks can get one to live, under Highly Modified Turbo Engines... The difference I would think is how much torque you have at the take off, and where the max torque is at.
Torque is almost more important than horsepower as to how well-long some components survive.. I am sure I will catch some $hit on that statement.

The 700r4 is the basis for all the later FWD GM transmissions.

What is your 200r4 from?

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75 Luv, 350 V8, TH350, Camaro rearend. New 1975 Luv Step side. Stock for now.
Grandmaster of the "Shade Tree" way.. I can't see the yard for all the cars. Come on down and we will sit on the porch and watch the grass grow.

from a Pontiac Grand Prix

The 2004r has a universal bolt pattern. They don't need an adapter plate unless its not GM.

The 200-4R has a multicase bellhousing for use with Chevrolet and Buick/Olds/Pontiac/Cadillac (BOP) powerplants

You do not need an adapter... I forgot that....
I have a 200r4 with 400k miles behind a olds 350 diesel engine.

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75 Luv, 350 V8, TH350, Camaro rearend. New 1975 Luv Step side. Stock for now.
Grandmaster of the "Shade Tree" way.. I can't see the yard for all the cars. Come on down and we will sit on the porch and watch the grass grow.

yes but the mounting holes are 6.5 inches more back than the 700r4 0r 350 I just wanted to know if that is not going to be that bad of a problem?

Ok, if you are going to leave the torsion bars as is, then it will be a little tricky. You will need to fab a mount to work with the 200 and mod the original to clear the 200's extra length and mount the extension you will have to fab. If you plan to run coilovers, you can build a simple tranny crossmember that is removeable. It depends on which direction you want to go...

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If you think no one cares, try missing a couple of payments...



FIAA!

SFPP!

http://www.chevyhiperformance.com/techarticles/46278_automatic_transmission_overdrive_install/index.html

Installing a 200-4R is an easy swap because its overall case length is nearly identical to TH350s and TH400s, meaning a shortened driveshaft is not necessary. The driveshaft yoke will not require changing when swapping a 200-4R for a TH350, but it will need to be changed if you’re swapping out a TH400. Fortunately for TH400 equipped cars, the 200-4R’s mounting bolt holes are in exactly the same position as the TH400s, making it a direct bolt-in to the factory crossmember. The 200-4R is lighter and a bit more compact than the 700-R4, so it’s a clear choice for tight confines under a small musclecar.

A 200-4r has an overall length of 28 1/4 inches from the bell surface to the end of the tail shaft housing.
a 700r4 has 30 in.
A TH350 has a case length of 21 5/8, and can use a 6,9, or 12 in. tail shaft.

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75 Luv, 350 V8, TH350, Camaro rearend. New 1975 Luv Step side. Stock for now.
Grandmaster of the "Shade Tree" way.. I can't see the yard for all the cars. Come on down and we will sit on the porch and watch the grass grow.

Nice find PapaG.

++ 1 for the 200R4

thats what I run behind my buicks.... great trans.

A.j.

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http://www.youtube.com/watch?v=ykgDNjeTa0g

Thanks PapaG, this chart is invaluable! Regarding your statement about horsepower/torque? Torque is measured, horsepower is theory! Good statement, torque is what spins the tires. Lots of really good information in this tread.