TBucket 200-4R Transmission Project

That 4L80E rebuild Kit is also 3 X Times more Expensive than my Turbo 400 Rebuild Kits Stage 3 With Alto Red Eagle and Kolene Steels.
I can build a Turbo 400 good for 1000 HP & 1000 FT/LBS input Torque for under $500 in all hard parts without a torque converter.
Try that with any other Transmission.
That is why I consider it the best bang for the buck transmission to build right now. Especially in a light car where a lower rear gear ratio can be used that was built for torque over hp. OD is desirable at the same time but not the most cost efficient. I know my converter was $550 and only rated for 500hp. We all know over 500hp prices to play increase significantly. Unless you have a 400 or 4l80e then that number moves up, allot of documented 750hp on stock units.
 
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Still making progress while I'm waiting on my new Billet Overdrive planet carrier to arrive. The forward
clutch pack needs .020 to .030 inches of clearance, while the OEM calls for .030 to .050 inches. I set
mine at the high end per CKP.

Both forward and direct clutch packs use the exact same friction disks, the difference comes in the steels.
The direct uses a thicker .090 inch, while the forward uses a .078 inch steel. The steels can be swapped
around to get the clearances needed.

FP01_Clearances01.JPG

FP01_DirectClutchClearances_00730.jpg

FP01_ForwardClutchResizeClearances_00727.jpg

Teflon sealing rings are used on the forward clutch (2) housing and also on the input (3) shaft. The
OEM uses a Scarf Cut rings in several places, but I will be using the Solid one piece seal rings. This
means they have to be stretched enough to slide down the shaft to install in their grooves. To make
this easier, I put the rings in almost boiling water and also heat the shaft with a hot air gun. When
ready I grab the ring and pull/stretching the ring with the side a scribe while working my way around
the ring. This makes them too big, so before final assembly of the trans, they need to be resized by
sliding them inside their mating component.

Resizing the Teflon sealing rings below, leave them for 30 minutes or longer if you have the time. I usually
find I can leave them over night. When I pull the shaft out I will be inspecting the rings to make sure they
have not gotten twisted.

FP01_TeflonSealRings_00731.jpg

FP01_ForwardClutchResizeTeflonRings_00726.jpg
 
Would you not want the shaft in the freezer to shrink it?
The shaft in the freezer would only be 1/2 thousandths smaller, where heating the shaft I figured
would keep the Teflon ring more flexible. The ring needs to grow in diameter by 3/32 inch.
 
The shaft in the freezer would only be 1/2 thousandths smaller, where heating the shaft I figured
would keep the Teflon ring more flexible. The ring needs to grow in diameter by 3/32 inch.

43086904.jpg
 
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Got two ring lip seals reversed between the Direct Clutch Piston (609) and the Lo/Rev Clutch Piston
(649). The inner lip seal are nearly identical in OD, Dave Husek of Turbo Buick Performance helped
me by calling me after I had sent him an email with a photo showing the problem I was having with
the Lo/Rev piston seal from the Direct Clutch.

I did have some trouble with the the larger seal and trying to install it into the Direct Clutch piston. But
it went in and I installed the piston into the Direct Clutch housing (604) without too much trouble, they
are that close.

Directly below is the photo I sent to Dave Husek.

FP12_DirectClutch&LoRevClutchReversed_00732.jpg

FP09_LowReverseClutch(646)_00677.jpg

So while I had it apart, I took a few pics of the upgrade to the Direct Clutch Apply Ring (609). Shown below.

FP12_DirectClutchBilletApplyRing(609)_00733.jpg

FP12_DirectClutchBilletApplyRing(609)_00734.jpg

FP12_DirectClutchBilletApplyRing(609)_00735.jpg

I have another UPGRADE to do, still have my Billet OD Planet Carrier coming next week.
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Installed 3 more magnets out of a Hard Disk drive. Will have to see if they hold up to the heat. If they
do, then I have a plentiful supply of magnets for future projects.

FP01_Pan_00736.jpg
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Got a couple more upgrades to the trans this week.

First a Billet (center) OD planet carrier (524) from Dave Husek.

FP02_ODBilletCarrierUpgrade_00744.jpg

Dave also sent some upgraded springs (16 springs #611)

FP02_DirectClutchSpringUpgrade_00745.jpg

I used the website "The Spring Store" to compute the spring rate, wanted to see what the difference was. Dave's springs doubled the spring rate from 17 lbs/in to 34 lbs/in.

Pretty neat website, when you finish the calc, they also suggest their closest spring with prices.

https://www.thespringstore.com/

DirectDriveClutchSpringsCalcs.JPG
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Rick? any more progress or problems located that need to be addressed concerning the rebuild on that 200R4 trans?
 
In the process of setting the "Rear Section End Play".

My clearance at this time is zero, should be .002 to .004 inches per CKP. So I'm having to remove
material from the Selective Washer. You can buy 5-6 different thicknesses, but what I need is
something a little smaller than the smallest one available.

To have something I can hang onto, while I'm removing material I hot glued to washers together.

FP03_RearSectionEndPlay_00758.jpg

FP03_RearSectionEndPlay_00756.jpg

Interesting tidbit, I could tell that the process was removing more material as you got closer to the
OD. Even thou I would rotate the washer every 10-15 seconds.

FP03_RearSectionEndPlay_00759.jpg

FP03_RearSectionEndPlay_00750.jpg

Photo below is from the first build, but it shows how to measure the Rear Section End Play.

FP03_RearSectionEndPlay_03883.jpg
 
amazing photographic skills , and quite useful info,THANK YOU
 
Yes, I'm familiar with the idea, but it's only 2-3 tenths from inside to outside. I already have 2-3
hours sanding, don't think I could keep up a figure 8 like that. Would make it go even slower.

I've gone from a thickness of .116 to .108 inches now and I'm just now starting to be able to get
a .002 inch feeler gauge in between the snap ring and washer. Obviously I had less than zero
clearances as I stated earlier. I knew that might be the case, but had no way of measuring a
negative clearance.
 
The Center Section End Play (CSEP) requires the use of a Selective Washer, they come in several
thicknesses. The washer from the first build was the thickest one made and I needed something even
thicker this time. I needed a thickness of .155 inches so I added a 1/2 inch flat washer to a thinner
selective to get something slightly thicker. Then John Hancock sanded the plastic selective washer
until we thought it was just right.

DSC04262.JPG

FP04_CenterSectionEndPlay_00764.jpg

To check the CSEP, you have to assemble the trans on top of the selective washer up thru the center support. Then if it's not right, you have to take it apart and try another washer. John and I must have had it apart 6 times before putting it together for the final time.

Removing all the sharp edges from the inside of the case splines was a tremendous help, it went much smoother this time than the first build.

FP04_CenterSectionEndPlay_00765.jpg

Build the trans up thru the center support and it's snap ring, then setup your dial indicator such
that it is touching the direct clutch drum (604) behind the center support.

FP04_CenterSectionEndPlay_00763.jpg

Center Section End Play (CSEP) = 0.010 inches

You have to know what the Rear Section End Play is because the CSEP has to be greater or the trans will
bind up. My rear section end play is 0.007 inches.

FP04_CenterSectionEndPlay_00768.jpg
 
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the more details you post and the more clear photos , post, well...I'm certainly impressed,
in fact having rebuilt a few muncie four speed manual transmissions ,
and having helped an experienced transmission, guy rebuild a couple TH400 transmissions
I bet I see and understand a good deal more about the care and precision youve desplayed
MOST IMPRESSIVE!
 
There is a shot of a c-2 thats running the 200r4 Grand/nat. trans with the driver saying its putting 900 HP on dino over 170mph its by that guy 1320 on u/tube?
 
nothings perfect, everything could have minor improvements,
but some designs are time less and most guys,
that understand what a great ride might look like, instantly find them attractive

176.jpg


girls-in-hot-pants-91.jpg
 
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