Sure glad I learned how to repair things myself, it really will cost you for not paying attention in class.
There are many people here at TurboBuick can rebuild a 200-4R adaquately, but there are extremely few that actually know and understand the workings of the 200-4R to not only survive punishment, they will know "How" to tailor it to your particular needs or wants, I respect all the vendors here.
I have no doubts that they have earned their "gray hairs" from what THEY have learned through the years(decades to some) what chaos a turbocharged engine can and will send into a torque converter while becoming the "fuse" of the driveline, which is what it should be considered. You actually "want" it to give up before overwhelming the axles, learn this...
Screwing the boost without proper tuning earns a damaged engine and a "Oil down/Track contamination" if you make a mistake, typically pissing off everybody behind you in the staging lanes, not a good way to make friends at the track.
Inferior rear axle preparation will scare the crap out of you when pushed to failure, the embarassment of busting your ass is something you have to live with, along with tire/quarter panel damage, your luckiest when you crap your shorts at the line, not so when looking at a guradrail at mid track.
In my opinion, you "Need" the transmission to be the weakest link.
I did the "dual feed" deal back in the nineties, all it got me was snapped forward shafts during a 2-3 shift, we didn't have the billets available back then, but those failures always bothered me, which is why today I lesson the friction clutch count in the forward clutch from 4 or 5 to 2 or 3 depending on application of line pressures. I want the forward clutch frictions to "slip" or act like a "yield" clutch before the stopping/accelerating of the reaction drums inertia tries to reverse direction, it works for me, I'd love to brag about a "new" technology, but it's not.
I use less forward friction discs with higher line pressures because I haven't figured out how to limit or "blow off" the required pressure to the forward clutches without screwing up line pressures to the servo for 2nd gear or directs on the 2-3, the bleeding of line pressure to the forward can be done drilling the valve body using a "blow-off" design, the trouble comes in as a higher fluid pressure loss that the pump can produce trying to maintain that pressure, the trade off will be needing to R&R to service the forward fricton discs based on usage, for which I see no way to estimate.
Good luck gentlemen,
Kevin.