Will GM 200r4 work with factory floor shift location?

Transman,


WOW!! Great information. Everything I've read tells me that the Turbo Grand National used a 1800-2000 stall converter recognized by the D5. But you know what they say about information found on the internet. I would rather listen to someone who knows transmissions in the real world.
I've been looking at prices hadn't decided on lock-up or nonlock-up. I had a 700R4 built with a nonlock-up converter and I modified the valve body myself and had the trans guy put in a plug in the front shaft (I believe) and many other upgrades. That transmission worked great.
Not sure if I should do the same with this 2004R. Thanks for you input/suggestions. I really don't know how much the nonlock-up will effect my cruising RPM. If I remember correctly isn't it something like 10-15 percent that you lose??? Also I really didn't want to spend money and time putting in the LOCK-UP switches then having to mess with them as I drive. If it doesn't hurt my cruising RPM too much then I'll probably go with the nonlock-up. I had done a lot of reading (bought a few books on 700R4) on the 700R4 before I had it rebuild and the one thing that grabbed me was the fact that when the trans goes into lock-up mode fluid pressure is taken from the system leaving less pressure to keep 4th gear fully engaged. 4th gear is usually the thing that goes out first in a 700R4, once it starts to slip (because of a lack of pressure and load) it starts to wear, puts trash in the system and tears up the rest of the trans.
Now don't beat me up too bad here, I don't claim to be a trans expert. But the books I read convinced me to use a nonlock-up converter on my 700R4 (years ago). The question is, " Does the 2004R have the same weakness?", if it does then I'll go with the nonlock-up converter. Of course I'll be using the HD front pump so that should help with the pressure.

SCHOOL ME TRANSMAN!!!

Treblig