Turbo 250 or 350

[CrateCamaro]

I've had very good luck with 350's for a long time. I have 3 cars with sister transmissions...tci sprag (the $60 one) and a TCI forward manual VB everything else stock. Good coolers as well. RPM has never been an issue. 2 of them get beat up on the street real bad...over 7000 RPM shifts and my crate car sees 7000+ in all gears and at the stripe. My other street car runs 9.60's on nitrous and the trans has been in the car for 8 years with no freshen. That see's 8500 to 9000 rpm (377 sbc) every gear change. Does anyone know if a 350th converter will work in a 200 Metric?

[VORTECPRO]

Originally Posted by CrateCamaro

I've had very good luck with 350's for a long time. I have 3 cars with sister transmissions...tci sprag (the $60 one) and a TCI forward manual VB everything else stock. Good coolers as well. RPM has never been an issue. 2 of them get beat up on the street real bad...over 7000 RPM shifts and my crate car sees 7000+ in all gears and at the stripe. My other street car runs 9.60's on nitrous and the trans has been in the car for 8 years with no freshen. That see's 8500 to 9000 rpm (377 sbc) every gear change. Does anyone know if a 350th converter will work in a 200 Metric?

I believe the converters are different between the 200 and 350 but I think you can set the 200 up to run the turbo converter.

[Alan Roehrich]

Originally Posted by CrateCamaro

I've had very good luck with 350's for a long time. I have 3 cars with sister transmissions...tci sprag (the $60 one) and a TCI forward manual VB everything else stock. Good coolers as well. RPM has never been an issue. 2 of them get beat up on the street real bad...over 7000 RPM shifts and my crate car sees 7000+ in all gears and at the stripe. My other street car runs 9.60's on nitrous and the trans has been in the car for 8 years with no freshen. That see's 8500 to 9000 rpm (377 sbc) every gear change. Does anyone know if a 350th converter will work in a 200 Metric?

A 350 (as well as a 400) uses a different pump drive hub, a different stator shaft spline, and a different input shaft spline from the 200 Metric. Some of the 200 builders modify the pump and forward input drum in the 200 to match the 350. If I were buying a 200, I would certainly want it done that way.

[Mark Yacavone]

Originally Posted by Alan Roehrich

A 350 (as well as a 400) uses a different pump drive hub, a different stator shaft spline, and a different input shaft spline from the 200 Metric. Some of the 200 builders modify the pump and forward input drum in the 200 to match the 350. If I were buying a 200, I would certainly want it done that way.

Let me add: The main difference is total stack up height of the 200/2004R/700R4 converter, which is about .300 shorter than a a 350/400.
The stator shaft spline is actually the same on all of them,..even the 125/440 FWD trans.

Now ,seeing I don't build transmissions for a living ,I'll assume I can post this here.

200 durability issues:

When we built the trans for Tibor's L/SA Firebird (which is now for sale),we decided to go with the 200, already having done the research on my Omega.
I built the first one , using a Turbo Action valve body and a Sonnax billet servo, and no lightened or heavy duty stuff. That trans was in the car all of 2006 when Tibor won enough rounds to tie for first place in the world points.
After that season, I did an inspection and found the factory writing still on the direct clutch frictions. The factory replacement narrow band was still like new also.
I built a second trans for a spare for the 07 All Star race. That unit now has a Leo (REMAC ) 2.91 low gear planetary and a wide Kevlar band ,just for insurance.
All in all ,we've had great dependability with both units. One of them started to roll a low sprag one time, but we caught it in time.
The Firebird is now in the 11.70 range @ 3600 lbs ,and still no problems.

Just some real world experience. No conjecture here. Carry on...

[Alan Roehrich]

Mark, you are indeed correct on the stator spline, I checked my notes, and was going to correct my post, but you beat me to it.

[CrateCamaro]

Originally Posted by Alan Roehrich

A 350 (as well as a 400) uses a different pump drive hub, a different stator shaft spline, and a different input shaft spline from the 200 Metric. Some of the 200 builders modify the pump and forward input drum in the 200 to match the 350. If I were buying a 200, I would certainly want it done that way.

seems like alot of BS to build one of these trans. Probably easier to just buy one. I can imagine alot of machine work to make things fit....not that hard when u have the machines at your finger tips...but when your boss is watching its tough to say your making parts for the tow motor...HAHAHA

[Mark Yacavone]

Originally Posted by CrateCamaro

seems like alot of BS to build one of these trans. Probably easier to just buy one. I can imagine alot of machine work to make things fit....not that hard when u have the machines at your finger tips...but when your boss is watching its tough to say your making parts for the tow motor...HAHAHA

It's not the trannys that require the machine work. It's just the retrofit 350 converters.
I just build myself a straight 200 converter (can I say that here?)

[Bill Grubbs]

Thanks Alan and Mark, I will probably screw it up again when I try to pass the info on. Still I try to learn when I can.

[Alan Roehrich]

Originally Posted by Bill Grubbs

Thanks Alan and Mark, I will probably screw it up again when I try to pass the info on. Still I try to learn when I can.

Bill, it's an easy mistake to make, and you got real close anyway. Everyone is entitled to a few mistakes. You do a great job of helping other racers. We're ALL trying to learn. Especially me.

[VORTECPRO]

Originally Posted by Alan Roehrich

Bill, it's an easy mistake to make, and you got real close anyway. Everyone is entitled to a few mistakes. You do a great job of helping other racers. We're ALL trying to learn. Especially me.

I would like to learn what different 8 inch converters are weighing out there dry, can anyone help?