Caddy 500 +2004R

[Clay Thompson]

I've run into a problem with marrying a 500 Caddy motor with a 200 4R--the Caddy flexplate holes do not line up with my NOS C-5 convertor.

Any suggestions?

Drilling new holes may be a problem since the 200 4R convertor holes "fall" right on top of a reenforcing ridge pressed into the flexplate.

 

[MeanBuicks]

Well you may want to run your flexplate dilema by these guys: Cad Company. Perhaps they have a solution.

I do, however, see one more problem in the making. The NOS C-5 converter is a 30-spline unit & the 200-4R input shaft has a smaller, 27-spline arrangement. That won't fly.

 

[Roc87]

Whoa, you know about Cad Company? My friend works at Flash Auto, which is owned by Courtney, same guy who owns Cad Company. I've seen his Caddy run at the strip! It's amazing to see something that large lift the tires!

 

[WE4]

LOL If you broke out the checkbook

You could do it. It would require either new tc or new flexplate.
No big deal. You could even coat it I bet!! ROFL

WE4

 

[Clay Thompson]

Torque Convertor vs Flexplate

So Bruce, can you make me a torque convertor that will bolt up to either the Caddy "wide" bolt pattern and/or the standard GM flexplate? That way I can use the torque convertor to do the flying mile down at Maxton http://www.ecta-lsr.com/ behind the Caddy motor and then use it when I switch back to my 283. Always trying to stretch my dollars.

I read on the board that some TCs come with a six-bolt set of lugs. Following that example, you could set three for the wide-bolt pattern and three for the standard GM. Right?

I've got the 200 4R with the PTS HEAVY DUTY parts all assembled but on my last test something was wrong with the valve body--a classic example of why you should send your trannie to an expert instead of doing-it-yourself. Since I've got to "look inside" again how is the PTS Billet Front Planet coming?

But Bruce, I'm serious about the "dual-pattern" torque convertor.

Thanks Mean Buicks, I checked the Cad Company on the web. They have lots of neat stuff for the big motors including a multipattern flexplate for $240 but I think I'd rather put that money in a PTS torque convertor. So let me know Bruce, reach in your ingenuity bag and pull me one out. I guess the difficult part will be designing a stall for both the 500~450 HP/600 Ft # versus the 283~275HP/325 Ft #

Bruce glad you mentioned coating, can you send me the convertor hub so I can coat it before you install it? On the Caddy engine, I coated all the bearings--cam, main, con rod--the piston skirts and all valve stems with anti-wear and the piston tops and combustion chambers and valve tops with hi-temp ceramic reflective from http://www.techlinecoatings.com/ I plan to coat the cast-iron manifolds--I think I've finally worked out how to make the coating last on cast iron--and of course the intake with the heat shedding coating. Hey if its good enough for NASCAR engine builders it must be something to it--right?

 

[Clay Thompson]

C-5

Mean Buicks, I forgot to ask about your comment regarding the NOS C-5 convertor. By NOS I meant new old stock GM. I have an original, unused GM C-5 convertor--that works on the 200 4R, right? Have not checked it yet. There must be a company I don't know about that uses NOS in its part numbers--other than those laughing gas folks.

 

[MeanBuicks]

I knew what you meant by NOS.

Still, if the converter is a 30-spline unit, (all 84 1/4 & later 700-R4s were) it will not work with the 27-spline 200-4R. That is easily rectified though when you get the converter reworked for the wide bolt pattern, the turbine can be swapped out.