Two weak points that stand out in my mind are the OD clutch, which tends to burn (the "65" upgrade should take care of that) and the overrunning clutch that lives in the middle of the clutch drum will give you headaches if its slipping at all. This could be toned down by playing with the line pressure servo motor. It hits hard enough that under light acceleration, it will chirp the tires on 1-2 shift. I don't recommend against it, but when we put it in a case for a 98 K1500, it blew out the servo housing from the main trans case. There is a servo upgrade for the front band, which is a step above the Corvette piece. I built one of these for a 94 Blazer, and it did very well. The other advantage to this trans is the lower first gear ratio. The 4L60E can be retrofitted with better guts to make it a 4L65E. I haven't progressed enough with my project yet but still strongly considering this. Nobody came back with anything bad except the standard "Don't put a GM part in your Mopar". Somebody tell me something bad about this setup. Art says he has a customer in PA with one behind a 406 stroker that runs 11.80s and still pulls down 25 mpg on the freeway. The gear ratios are better than the 727 and it does not require trans tunnel surgery to fit. It's also lighter and doesn't have as much HP loss through the transmission. This does not include a new 8" longer driveshaft since the 200-4R is 8" shorter than a 727. He estimates total cost including converter and installation at about $3300. Talked to several tranny companies about it and finally contacted Art Carr at California Performance Transmissions last week. Just my 2 cents.Here's a post of mine from a year ago along the same subject but using a 200-4R instead of the 700-R4: I've been thinking about a 200-4R behind a 360 magnum crate motor in a '69 Dart for the past week or so. But I feel if you have to use the 700r4 in any form of racing that kit should be the minimum modified. I installed a tci full manual in mine with reverse pattern and engine braking when I built my 700r4 up. A b&m quick silver and the transgo reprogrammer kit would be a nice combo. I definitely recommend a aftermarket shifter as part of the installation. But there are upsides as well and for an autocross car, avoiding a downshift while you are already at the edge of your traction circle is a big upside. A stock trans wouldn't have allowed you to reengage 1st at that MPH. It drug the tires, slid out and immediately tipped over. See the time that i flipped a lifted CJ7 because i accidentally bumped first while trying to diagnose a misadjusted shifter linkage. At the extreme end of shift kits are 'full manual' conversions that disable automatic shifting of any kind and let you stay in whatever gear the shifter is placed in no matter what. A lot of shift kits are catered towards reliability and give OPTIONS to change actual shift timing or firmness based on customer desire. People generally associate it with making vehicles shift harder but the majority of kits that actually get installed nowadays actually address a lot of durability/reliability issues and whatever effect it has on shifting is secondary to that. I am stating this as a fact not an opinion if you took a peek at the link I posted
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