Transmission Swap - TV Cable And Torque Converters

TV Cable Tech
If you install any 200-4R or 700-R4 automatic overdrive transmission, the most important step is to get the throttle valve (TV) cable adjustment correct. The TV linkage is attached to the throttle and is what moves the all-important throttle valve in the transmission valvebody. The key to proper adjustment is to first make sure that when the carb is at idle, the throttle valve in the transmission is at full rest and not actuated by the TV cable. You can check this with a line pressure gauge that can be accessed from the driver side of the case. We've also listed the pressures you should see in each gear. What you should see with the pressure gauge is an increase in pressure as soon as the throttle begins to open.

CPT offers a manifold bracket that will mount the TV cable to the side of the carburetor and a second bracket specifically designed to work with Holley 4150, 4500 Dominator, Demon, Q-jet, and Edelbrock carbs. With our Demon carb, Pacheo bent a Holley bracket so it would clear the bolt in the linkage and then hooked the small black clip to the CPT carb linkage bracket. With the engine off, he unlocked the cable-adjusting tab and moved the slider rearward until the cable was tight. Then from the driver seat, he pushed the pedal to wide-open throttle (WOT). We heard the cable adjust several clicks, which made it fairly tight. Once the car is running, you can perform small two- or three-click adjustments to make minor changes in line pressure and shift points. Shortening the cable (tighter at WOT) will increase line pressure, while lengthening the cable (looser at WOT) will decrease line pressure.

With both brackets installed on the manifold and carb, the first thing is to slip the small black connector on the carb (arrow). Now move the linkage to WOT and release the linkage. This will indicate where to set the brass cable limiter with the small set screw.
With both brackets installed on the manifold and carb, the first thing is to slip the smal
Now pull the locking tab out of the TV cable as shown. This will allow you to pull the adjustable portion of cable back toward the rear of the car and then push the locking tab back in to hold the adjuster in place. This allows the cable adjustment to set the cable tension.
Now pull the locking tab out of the TV cable as shown. This will allow you to pull the adj
Move the carb linkage to WOT, which will set the TV cable adjustment. Make sure there is no bind that might prevent the throttle linkage from returning to idle. Once this is set, be sure the carb has returned to its base idle setting and the cable is not holding the linkage open. Now you can testdrive the car. Never drive it without setting the TV cable adjustment.
Move the carb linkage to WOT, which will set the TV cable adjustment. Make sure there is n

This shows the throttle valve location with the oil pan removed. The TV cable (arrow 1) is connected to a pivot that actuates the actual throttle valve (arrow 2). This is how the system looks with the carb linkage at idle. Note the pivot is just resting on the valve. As soon as the throttle is opened, the cable will actuate the valve, increasing line pressure.
This shows the throttle valve location with the oil pan removed. The TV cable (arrow 1) is
This is how the TV valve looks at WOT. The plunger should be pushed all the way into the valvebody to create maximum line pressure. If the throttle valve does not seat all the way into the valvebody, you will need to adjust the cable or reposition the mount on the carburetor. Carr says the TV cable should move about 1 1/4 inches.
This is how the TV valve looks at WOT. The plunger should be pushed all the way into the v

Line Pressure Chart
Shift Position	Pressure (PSI)
Park	150
Reverse	200
OD and D	150
First & Second	250 to 270
WOT pressure = 300 psi max

Torque Converter Chronicles
One thing Carr is really adamant about is nonlockup torque converters for performance applications. We've always thought that for mild, totally street-driven cars, they might be useful, but that was until we weighed a stock replacement 12-inch lockup 200-4R converter. It nailed the scales at a ridiculous 53 pounds (with fluid) compared with a CPT nonlockup 10-inch converter, which came in much lighter at 38 pounds. A lighter converter means there's more engine torque available to accelerate the car.

Carr had our original TH400 converter cut apart to compare its stator with the one used in CPT's Heavy Duty Super 10-inch torque converter. The stator is the device in the converter that multiplies torque anytime there is a significant speed difference between the converter's turbine and the impeller. The shape and design of the stator are what multiply the torque during the launch. From the comparison of the CPT converter with our original converter, Carr said we were in for a lot of fun. True to form, it was clear the first time we drove the car with the new trans and converter that we could feel a significant difference in how quickly it reacted to throttle input. We've since allowed a few others to drive the Chevelle, and the comments always include that the car seems to instantly respond to the throttle. It makes driving a ton more fun.

CPT offers several torque converters, but Carr chose the Super 10-inch for our Chevelle with a stall speed of around 2,600 rpm. He prefers nonlockup converters to reduce weight, and our testing revealed that at 70 mph on level ground, the nonlockup feature spins the engine only about 200 rpm more, which is acceptable.
CPT offers several torque converters, but Carr chose the Super 10-inch for our Chevelle wi
CPT's stator is on the left compared with our original TH400 stator on the right. The shape of the stator vanes and the window area help determine the amount of torque multiplication.
CPT's stator is on the left compared with our original TH400 stator on the right. The shap
CPT also uses larger rollers and springs (right) in the sprag compared with stock components (left). The sprag is a one-way clutch that holds the stator in place, allowing the stator to create the torque multiplication. When the stator begins to fail (rolling the sprag), torque multiplication drops drastically and the car slows down.
CPT also uses larger rollers and springs (right) in the sprag compared with stock componen