200R4 swap questions
I don't like the look of the Wilcap's or any other plate type adapter. It's crude looking. I have been running an Extreme Automatic's Stage 2 2004R with a 3800 rpm stall, 3 - carbon fiber disc converter behind a 408" based (485hp) Magnum for about a decade now. It's the best automatic transmission I've ever driven. The gearing is optimal, it's light, efficient and has been very reliable.
The transmission uses a Reid Racing Bellhousing with a custom adapter ring that bolts to the pump after the cast bellhousing is cut off. It's clean, strong and relatively reasonably priced.
The lock-up is plumbed to only activate in 4th gear and I use a simple toggle switch to turn it on and off. No computer is required, only 12V's. Quality torque converters can be so efficient these days, that locking it up in 4th gear on the freeway only drops the rpms by about 350rpm.
I'm putting that motor and transmission into a '57 Dodge D100 Sweptline on a shortened '99 Dodge Dakota Frame, and replacing it with an 820hp 408" Magnum with a Paxton Novi Supercharger. I was told Extreme's Stage 3 2004R will handle north of 1000hp, but I went with a Stage 2 PerformaBuilt 4L60 run by Holly's Terminator Max ECU and the Sonax 6 pinion gear set which takes it from an OE “wide ratio” 3.06/1.63 to a “close ratio” 2.84/1.5. Very close to the 2004R's nearly ideal gearing, and replaces the too low 1st gear ratio that causes the wide gape between 1st & second.
Qu
I don't like the look of the Wilcap's or any other plate type adapter. It's crude looking. I have been running an Extreme Automatic's Stage 2 2004R with a 3800 rpm stall, 3 - carbon fiber disc converter behind a 408" based (485hp) Magnum for about a decade now. It's the best automatic transmission I've ever driven. The gearing is optimal, it's light, efficient and has been very reliable.
The transmission uses a Reid Racing Bellhousing with a custom adapter ring that bolts to the pump after the cast bellhousing is cut off. It's clean, strong and relatively reasonably priced.
The lock-up is plumbed to only activate in 4th gear and I use a simple toggle switch to turn it on and off. No computer is required, only 12V's. Quality torque converters can be so efficient these days, that locking it up in 4th gear on the freeway only drops the rpms by about 350rpm.
I'm putting that motor and transmission into a '57 Dodge D100 Sweptline on a shortened '99 Dodge Dakota Frame, and replacing it with an 820hp 408" Magnum with a Paxton Novi Supercharger. I was told Extreme's Stage 3 2004R will handle north of 1000hp, but I went with a Stage 2 PerformaBuilt 4L60 run by Holly's Terminator Max ECU and the Sonax 6 pinion gear set which takes it from an OE “wide ratio” 3.06/1.63 to a “close ratio” 2.84/1.5. Very close to the 2004R's nearly ideal gearing, and replaces the too low 1st gear ratio that causes the wide gape between 1st & second.
Qu