Anyone have the back issues of HPP from April, June and October 1998 for the install of the 200-4R into a 67 GTO?

Or are these posted somewhere on-line?

I'm getting ready to drop one into my 66 Lemans convertible and really could use the information.

I checked the Back Issues section and it only goes back to last year.

Any help in this matter would be greatly appreciated.

Wayne S  

I to would be interested in the article.  I have a 700R4 I want to put into my 67 Firebird to replace my Turbine 200.

Dan  

Hey guys,

I just checked our digital archives. While we have some files from '98, those stories are missing.

I was hoping to be able to get those posted for you, but without those archives it'll be pretty difficult to get those stories posted.

Sorry about that.
Greg
Web Producer
higghperformancepontiac.com  

Hey Guys,
Reply with a fax #, I have the articles you need, I'll gladly fax to you, if that's OK with HPP.
Steve,
aka Barneyformula  

Hey Wayne,

These articles aren't on our site.

Greg
HPP web guy  

I can look for them, but the install will be different.  The 200R4 is a different length than the 700R4 with a different bolt pattern on the bellhousing.  

If you have the info on the 200-4R install It would be a great help please fax 386 7600971  

contact ATRA..this is considered a "re re"
question..any transmission shop with the yellow sticker of ATRA would gladly send in this question and get a print out for a case or pizza. ATRA is GMs only solution to transmission failures.  

Sorry guys, I know I had the articles in one of the annuals but can't find it. Hope this helps- the 200-4r is the same length as a 350 or turbine trans and most have the same bolt pattern(700 is longer and only has Chevy bolt pattern). The output shaft is same diameter and spline (TH400 is larger though) May have to move cross member and redrill holes in frame. Main concern is shifter linkage and TV cable brackets and adjustment- ask a trans shop about this procedure. Also use a lock-up converter solenoid kit from B&M or other source.  

I personally would steer clear of a 200-4R- not a strong as a 700-R4 and any built Poncho motor will turn it into a smoking pile in a short time. It requires major rebuilding to make it liveable. I smoked a couple of TH 350's before deciding it was time to go to manual trans.

Geno  

I have June and October,1998 issues.Anthony,in NJ,(201)456-3626.Will have the April issue in my next purchased collection,as an extra copy.I can also copy this set of articles,as I do have all 3 issues in my "not for sale" collection.  

I have done this install into my 65. The only real problem is how to relocate the cross member in the 65 frame. The article that you refer to shows a custom made tubular cross member to acomadate speakers under ther front seats??????? They fabed up this 4 legged thing and didn't show how they attached it to the frame rails???I just used a tube type GM cross memeber from another A body car. Don't tell anybody it's from a Chevelle. Just send it south the 4 inches or so and you are there. I think the frame for the 66 cars is flat on the bottom unlike the 65 that angled down, which creates some issues. The drive shaft works fine. And that nice Chevelle unit comes real close to the floor pan, but misses. May have to use the bottle jack to gain a little clearance later. Popular Hot Rod did this same swap into a Buick wagon and was a more helpful article. I bought the B&M unit that controls lock-up speed from Summit. It's adjustable and should a great addition to the car when finished. I just got the motor back from the machine shop and have yet to get it  together and back in the car but am really looking forward to the day. The throttle position cable hook up maybe interesting but Edlebrock is supposed to have a bracket that is adjustable at the carb end. Just one more challenge down the road.  

I've been buiding trannys for 30 years and installed a 700R4 in my 74 lemans sports coupe. You have to use an adapter plate to bolt it to a pontiac motor, and nave an extention welded on the crankshat pilot and the bolt pads on the convertor or the convertor will come out of the crank to far and vibrate and possibly crack the flywheel. The 700R4 is 3 inches longer than the turbo 350 and mount holes are about an inch back further. You also won't be able to use a dust cover because of the thickness of the adapter plate. Hope this will help.  transfriek30  

Hello Steve,

I'm interested in the articles if you are still willing to send them ... my fax is 713-624-7145

Mark  

I have the Popular Hotting article from about 3 years ago. That article was a big help to me. I'm still working on my 65 but was working on the trans cable to carb linkage part this weekend. I'm about ready to drive this thing for the first time in three years but need to get this right before I take it for the maiden voyage after a frame off restoration. I can probably scan the article and e-mail it to you. It is fairly straight forward though. Biggest thing is to get a Chevelle cross memeber 64-72. You will also have to deside how you are going to control the converter lockup. I used the B&M unit that is adjustable.