When preparing to change out the Camaro's transmission from the T350 I installed instead of the original powerglide when I built and installed it's 350 motor (from a six), I researched information on these transmissions intently and NEVER seriously considered a 700R4. The gear spread is lousy, causing excessive RPM drop in the lower gears. The longer length, position of the transmission mount, and case size can be a major headache to floorpan/tunnel/crossmember/driveline fitment, and I have read that a built 700 will split the case in half trying withstand the power levels built 200R4s are routinely used behind.
Your thread had me seriously considering using a 200R4 when I first started reading it, but I'm now convinced it's too much work and expense (for me) for the result. It's quite likely converting an automatic car to a clutch and installing a brand new world class T-5 would be a push money wise, as compared to installing the 200R4 behind a LA motor and putting it in an A body.
The only OD that will make it into one of my cars will be a manual. Another 833 for the Duster, and even though it's possibly more work than installing the 200R4, at least a T-5 in the other ones.
Actually, the 727 behind my 340 coupled to a lazy set of gears is looking more and more attractive.
