I finally got my mechanical full flow oil pressure gauge situated in my '55 400. I modified the old by-pass steel line (it had that perfect curve line that left the block) and used it behind a standard pressure gauge. The gauge stand was fabricated by a friend of mine. All that's left now is to spin the motor and ensure I have pressure. But then what oil am I to use??

Thoughts appreciated.

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My Chevrolet background mostly ends about 1980. So i'm often suprised and therefore not always aware of devopements after 1980.

U mention that the 200 was used 1981-1990. So then, my 89 Caprice with 200 trans would be one of the last 200's and most of the bugs worked out of it???? It would be a good candidate for transplant into my 56 Executive with 352 V8????

A few months ago, JV was also touting the 200 for the Packard V8's.

So with your and Jacks recommendation i am now more inclined to pursue a LATE 200 conversion alot closer than a 700 conversion.

200 Manufactured 1981 thru 1990 never had a computer
700 Manufactured 1982 thru 1990
4L60 came out in 1990 (replacing the 700 name)
4L60E computer version, came out in 1992

There are later versions such as the 4L65E and 4L80E's but those are outside the scope of this discussion.

If my memory hasn't completely failed, I believe I know Jack...or knew of him from my daze in the SDC. I'll PM him directly

Not sure if this counts as weird as much as obnoxious, but once while driving my '55 Clipper Panama 2 door hardtop (black over yellow 2 tone) I passed a slow poke in a Rolls on a sweeping 2 lane feeder ramp onto the approach to the San Fran Bay bridge...the obnoxious part is that I did it at close to 60mph while on the inside lane... glanced over at the driver of the Rolls (who looked like he just wet himself) and not only did I smile at him but took a hand off the wheel to wave!

I used to terrorize the young'uns who to this day probably still can't understand how they were beat by such an ancient jalopy. Packard V8 power and TL suspension baybee!

Joe H. How can I contact Jack N. in Texas concerning the Ultra 400 kit? Do you have contact for the R700 Kit.

Thanks
John Miller

Neals carpet is an exact reproduction for the 1956 senior cars. All of a sudden I see it advertised for 1955 also. I supplied the green sample from my 1956 400 to Neal so he could have it duplicated. The 1955 junior carpet is not as plush and is a loop. I do not know the technical name for the 56 senior carpet but Neal nailed it right on.

Just thought I'd post a link to another thread on this topic:

LINK

Many thanks for the analysis.

"Neither the 200 nor 700 require a computer! Only the later versions...."

Year range for the NONcomputer required trans????


Go ahead. Clog our brains with drivel. U got my attention. Everyone elses too.

Do u know Jack Vines??? He lives out there in Washington or Idaho or someplace like that out in the Great north west.

Hi all, new guy here. Thirty years of turning both stomachs and wrenches here so please allow me a few observations between the alternate transmixers:

727 Throttle Valve pressure controlled by pressure linkage, neutral/reverse light switch on case
400 Throttle Valve pressure controlled by vacuum modulator (electric kickdown)
2004R Throttle Valve pressure controlled by cable, simple electric circuit for lock up NO COMPUTER NEEDED
700R4 Same as above, larger case, longer tail and ratios not as good

{the model numbers above are NOT typos, the correct model numbers are indeed 2004R and 700R4, seems far too common to mistakenly refer to them both as 200R and 700R though!)

While I haven't done a Packyderm conversion, I have done so with other cars including Steadybreakers and am here to tell you that unless you're going drag racing or towing a 5th wheel trailer loaded with scrap iron up mountains at 90mph then the 200R is probably the best choice overall. Small and efficient and can be rebuilt to be quite strong.

Some other things to ponder:
Best to not use a unit older than 1987, the newer the better...lots of running changes.

Lockup converter circuits are a simple deal, the internet is filled with diagrams. You do NOT need to buy the expense version that has a vacuum switch.

Neither the 200 nor 700 require a computer! Only the later versions which were renamed 4L60E (E = electronic control), and even those can be adapted to work with a stand alone brain box of sorts. Too much for this old dog...keep it simple and stick with a 200 or 700

Have had some bad experiences with adapter plates that weren't centered on the engine's crank which WILL lead to vibration and converter or even pump failure. The Studebaker shop manual goes into detail on how to dial indicate bellhousings, they were originally select fit mated to the engine at the factory (although they and the dealers used a locating tool to do this...the manual shows how to accomplish this without this tool)

Is anyone CURRENTLY offering transmission cases with a modified bell? For the record, GM offered several bolt patterns, Chevy being one and Buick/Olds/Pontiac/Cadillac being the other (I'm not going to get into the oddball AMC Postal Jeep etc variants!). There were some cases that are known as multi-case which combine both bolt patterns...anyway, what I'm getting at is that if someone can convert a TH 400 then he should be able to convert any of the other Turbo Hydramtics (assuming his tooling fixtures don't have an issue with locating on the innards of the different cases).

Well that's probably enough drivel to clog your brains for now.

I agree, its the same issue with running the lines directly to the radiator -- we were think along the same lines, I just didn't express it as well --- i was thinking a seperate cooler out in front of the radiator with the tranny lines running to it -- I had one on my diesel one ton and it made a real difference in tranny temps when towing ---- this will be something I get into later though -- i haven't been able to go around the block yet LOL