Quadrajet Problem Solving > Dialing in your rebuilt Quadrajet carburetor
Fine tuning Q-jet
Cliff Ruggles:
The 200-4R's were also continuously evolving transmissions much like the 700/4L60 models. The factory continued to make improvements to them thru the years of production which included hard parts upgrades/modifications and also valve body improvements. For the most part the hard part upgrades were in place by 1986. Not all valve bodies are the same, nor are the separator plates. They even made mid-year model changes, so tread softly when you are rebuilding and/or upgrading your 200-4R transmission as you may run into differences between them not always noted in publicized literature on them. ATSG has been the most accurate in that area if anyone gets into trouble there.
It's been a while since I did one here, but I do remember it was from a 1984 Hurst Olds and the one I was into had an anomaly with the separator plate/check balls used but I can't remember exactly what it was since it's been at least 4 years ago and I suffer from bad cases of CRS and even worse cases of DGS these days.
Anyhow, over the years I've been into a good many of them. For the most part I made it a habit to upgrade all the "soft" spots even if it was a later model. The hardened/upgraded parts aren't really that expensive, and if nothing else you'll sleep better at night knowing they are in there. I also put aftermarket converters in them capable of handling a lot more power than the stock units, plus the triple disc option for the TCC if we were using lock-up. Doing so allows the use of lock-up under full power as early as the 1-2 upshift. This ceases all torque multiplication (the Buick 3.8 turbo engines love that deal) and puts all the power right to the pavement.
Overall they are pretty tough little units. I've had near perfect success with them here, other than having a customer burn one up in short order as his TV cable somehow got WAY out of adjustment and he was out hammering on it pretty hard........
73ss:
I'm running a CZF 200-R from an 86 Monte SS. Full throttle shifts are at 4900 RPM. Not a whole lot better than the Non SS trans. The 305 HO in the Monte was all done by 5K. I been running it for 10 years now behind a big block in a chevelle and it has held up quite well. I have broken one torque converter in the 10 years. A shop in the Akron Ohio area built it for me. It's the go to place for the Turbo Buick crowd. It's been a good unit.
77cruiser:
My CQ vb, I got the full throttle shift to 6400, but the part throttle shifts follow somewhat & are kinda high at anything but light throttle.
von:
Mine is out of an '86 Monte Carlo, non-SS. I used the Trans Go shift kit and other upgraded parts like 10 vane pump, Buick GN valve (I forget the proper name), wide band, hardened sun shell, etc.,and drilled the separator plate holes out to the max recommended by Trans Go. The part throttle shifts are very firm, especially the 2-3 (almost bang shift). The WOT 1-2 shift (about 4400 rpm) is softer than it should be and I've scratched my head trying to correct that for years and finally just live with it since I don't go WOT that often. I used the ATSG manual as a guide when building the trans. Engine is a well tuned bone stock low compression 350 with Q jet. Converter is stock replacement 1800 rpm stall. Rear is 3.36 posi in a '69 Chevelle. It runs very well for what it is.
bob69:
Von, were you able to confirm the valve body was coded CRG? And did the valve body have pink paint on it. The pink paint identifies the valve body as the monte carlo HP vb. It was used on CZ and CR transmissions.
I've read that the "pink" CR VB can be can be easily upgraded to CZ SS specs. Like modifying the governor to increase rpm shift points.
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