Editing Talk:General Motors transmissions

The following is to be consolidated into the General Motors transmissions page.--[[User:Cobalt327|Cobalt327]] 13:03, 7 January 2013 (MST) =GM transmissions= ==Automatic== ===Hydramatic=== The history of the Hydramatic transmission began back in 1932, when it was introduced by Cadillac as the "shiftless transmission". For more historical information, see [http://en.wikipedia.org/wiki/Hydramatic Hydramatic transmission] at Wikipedia. The scope of this article is mainly centered around the transmissions of the '60s to present date. However, if there is interest in prior years it can certainly be included. ===Turboglide=== The Turboglide was a relatively short-lived tranny used in the Chevrolet passenger car line. It basically has little to no performance potential and is not considered to be a particularly reliable or strong transmission. For that reason, the coverage is limited to the following section based closely on a post by Tomcars1 at trifive.com: <Blockquote> The Turboglide was a sister transmission to the Buick Dynaflow. There were multiple versions of the Dynaflow throughout it lifetime- but the Turboglide is most closely related to the 1956 and later Triple-turbine Dynaflow , Flite-pitch Dynaflow and the later Buick Turbine drive. The Turboglide- I think- was the first diecast aluminum automatic that GM manufactured- it was for sure the first diecast aluminum automatic from Chevrolet. The Powerglide continued as a cast iron case automatic until 1962 when the Toledo Ohio transmission plant stopped making the Turboglide and began making the aluminum case Powerglide for the Chevy II on the same assembly line. <br> <br> The difference between the Turboglide and other automatics (except for the Dynaflow) is that the Turboglide has a torque converter with three separate turbines in the one converter case, each of the three turbines are geared to the output shaft with different reduction ratios. Each of the three turbines functioned as a separate 'gear' with slightly overlapping effectiveness. The first turbine had 2.66:1 reduction and was good for starting the car and maxed out speed wise at 30 MPH. The second turbine began transmitting torque from 10 MPH and maxed out at 60 MPH. The third turbine began transmitting torque from about 15 MPH and was a direct drive to the output shaft. What this did was transmit torque from the engine to the output shaft without any 'gear shifting'- all of the torque was transmitted by hydraulic means. <br> <br> The 1957 Turboglide was different from the later transmissions in that it used a cone shaped clutch to control the forward/reverse selection planetary gears. Cone clutches have a high surface area-to-space relationship, and have been used in other automatic transmissions and even early 20th. century manual clutches. But they tend to heat unevenly and warp- that is why we no longer have cone clutches for manual shift transmissions. When the Turboglide trans was shifted from forward to reverse while the car was still moving the cone clutch would get hot, warp and wear the friction face away quickly- causing a loss of locking grip and worn clutch material loose throughout the transmission- not a good situation for a long transmission life. For all intents and purposes the Turboglide is a 3 speed automatic with no apparent shift points. The 1958 and later Turboglide replaced the cone clutch with the more common and durable plate clutches. This resolved the reliability problems- but the image of a problematic transmission was cast. <br> <br> The 1957 trans is visually different from the later trans in that it has a pair of cast transmission mounts on its bell housing: large flat surfaces cast at 45 degrees from the horizontal on the underside of the bellhousing. This is because the 1955-'57 Chevys had a perimeter frame and leaf rear springs. These had a 3 point engine/trans mounting system that required a single front engine mount and 2 bellhousing mounts. The 1957 trans is unique in that it also has a long extension housing (tail shaft housing) and a drain plug that the later trans do not. This makes it fairly easy to identify. <br> <br> The 1958 and later Turboglides have a very short tail shaft, no mounts on the bell housing and no drain plug in the pan. All of the Turboglide trannys function the same with only detail changes between them to improve reliability. <br> <br> They all have a variable pitch (angle of incidence) stator in the center of the torque converter that changes the torque multiplication when the angle is changed. This feature gave the trans the feel of having a 'passing gear' when the throttle was fully depressed- causing he engine RPM to rise by 500-800. This feature could be found in some of the later GM transmissions and was discontinued at the end of the 1970s. <br> <br> I do not know the torque ratings for these transmissions- but they were mounted behind the 315HP 348 ci engine in full size Chevys (4500 lbs.) and survived. These are most like a present day hydraulic version of the AUDI/VW DSG dual clutch manual tranny in that more that one 'gear' is engaged at the same time: DSG- 2 gears, Turboglide- 3 gears. <br> <br> The Turboglide as well as most of the other GM automatics of the time were phased out in favor of the TH350 and TH400 to reduce complexity and cost and to improve performance and reliability/durability. </Blockquote> ==2-speed== ===Powerglide=== The Powerglide (PG) transmission was used in Chevrolet vehicles from 1950 to '73. The cast iron PG was used from 1950-'62. Uses a 17 spline input shaft. The PG used a front and rear pump until 1965 or 1966, although there have been unverified reports of a rear pump PG being used as late as 1967 in a Camaro. ====Identifying Cast Iron Powerglides, 1950-1962==== From [http://www.autotran.us/identifying_1956_to_1967_corvett.html autotran.us] <blockquote> 1950-'54 Closed driveline, flat modulator<br> 1955-'57 Open driveline, no modulator<br> 1958-'62 Open driveline, threaded modulator<br> The 1950-'62 cast iron Powerglide is the only GM automatic transmission without a pan! <br><br> You have to be able to read the casting code on the bottom of the transmission. It is a three or four digit number about 3/8" high, starting with a letter. "A" is January to "L" which is December, the next one or two digits are from 1 to 31 and the last digit is from 0 to 9. So '''K306''' would be Nov. 30th, 1956, or a model year 1957 transmission. '''D47''' would be Apr, 4th, 1957, also a 1957 transmission. Remember, the model year usually breaks around the end of August to early September. <br><br> If the code '''L145''' is on the bottom of the transmission in letters about 3/8" high, it would decode as Dec. 14, 1955, or a model year 1956 transmission. It also would have an open driveline and no modulator. If it is apart, the steel clutch plates would all be 0.070" thick and the frictions would be splined inside instead of the lug style. <br><br> When ordering a 1953-1954 overhaul or rebuilding kit, specify if it is a Chevrolet car or a Corvette (the Corvette has a rear metal clad seal since it has an open driveline). The 1950-1955 Powerglide uses the early internal lug style friction plates, 1956 and up uses the internal spline style friction plates. <br><br> The 1957 is the only PG transmission that has three (3) 0.090" and two (2) 0.070" steel clutch plates, all of the others have five (5) 0.070" steel plates. </blockquote> ====Identifying 1956 to 1967 Corvette and Chevrolet Powerglides (and 1956 to 1962 shift patterns)==== From '''1956-1967 CORVETTE POWERGLIDE TRANSMISSIONS''' By Rev. Mike Ernst Assisted By Pete Vanish <blockquote> A well-known Corvette parts dealer recently called and said, "I have a customer who needs a 1962 Corvette Powerglide. I have a '62 Powerglide, but how do I show him, or convince him, that it's not just a passenger car version?" <br> My response: "I don't have the foggiest idea!" <br> But at the same time that I received the above inquiry, I purchased the infamous "Miss Piggy," a 1962 Corvette with Powerglide (see Corvette Restorer; Summer, 1985). Also, at about the same time, I purchased a collection of 1956-'62 parts that filled the inside of a 15-foot travel trailer. Included among those parts was, you guessed it, a 1962 Powerglide that my brother-in-law had taken out of his 1962, and replaced with a four-speed. How could I determine if it was, or was not, a genuine Corvette transmission? <br><br> I turned to my 1962 Chevrolet Parts Catalog, etc., and to my most knowledgeable source, Pete Vanish of Eau Claire, Wisconsin. Pete must be credited with doing the major portion of the legwork and research for this article, in determining what makes a Corvette Powerglide different than a passenger car version. The intent of this article is primarily to assist you with visual identification, and on occasion I'll reference the transmission internal parts, but primarily I'll deal with external observations. When it comes to externals, there are great differences between Chevrolet passenger car and Corvette Powerglide usage. And there are also differences in Corvette usage between 1956 and 1967. <br><br> '''1956-1961 Corvette Powerglides'''<br> The major difference between Corvette and non-Corvette for the old cast-iron Powerglides used from 1956 through 1961 is readily noticeable - the transmission tailshaft housing extension is different, and bolted to it is a special cast bracket for transmission attachment to the Corvette's frame crossmember. Both the extension and the bracket are difficult to find! <br><br> The Corvette extension housing contained bosses on the left-hand side that were drilled and tapped for mounting the transmission's floor-shifter. Chevrolet passenger car Powerglides were all controlled by a steering column mounted shifter, and their extension housings did not use the mounting bosses. <br><br> It should be noted, however, that by the 1960s the Powerglide extension housing service replacement part available from your local dealer (the one you'd buy for a 1957 Bel Air) was, in fact, the Corvette extension containing the cast-in bosses. So there exists the possibility that somewhere out there is a repaired 1955-'57 passenger car Powerglide that has the unique Corvette extension in place. <br><br> There is a slight difference that occurred with this early Corvette Powerglide extension housing. One version was used for 1956 through 1960; the other version for 1961 only, which by calendar 1962 became the only service replacement part for all 1956 through 1961 Corvette applications. Therefore, we know that they will interchange. The difference is in the speedometer drive gear adapter fitting that attaches to the extension housing. The early fitting was 2-5/8" in length; the 1961 fitting measured just 1-7/8". Both extensions will work on any 1956-'61 Corvette, but you need to make certain that you also use the correct length speedometer drive fitting with the corresponding extension. Both of these fittings were also used on various passenger car and truck Powerglides, so you'll need to consult a 1961 or 1962 parts book, and a junk yard, to secure what you need. <br><br> Another obvious difference is that the automatic transmission fluid filler tube and dipstick are longer on the Corvette Powerglide, than on the passenger car. <br><br> '''1956-1962 Shift Patterns'''<br> Several changes occurred with regard to the shift pattern, also indicating possible changes within the Powerglide main case itself. <br><br> The shift patterns are shown, as they would appear on the floor console transmission indicator plate. The initial version used in early-1956 had detents at the Park and Reverse positions, while the second version used on later-1956 through early-1958 added a third detent for the Neutral position. These first two versions used a sequence (front to back) of Reverse, Low, Drive, Neutral and Park. <br><br> A third version began in mid-1958, and extended through 1961. Its shift pattern sequence ran (front to back) Low, Drive, Neutral, Reverse, and Park. It used three detents. <br><br> The fourth pattern was used for 1962, and is what became standard on Powerglide equipped cars. This new pattern was just the opposite of the previous pattern, and its sequence ran (front to back) Park, Reverse, Neutral, Drive, and Low. <br><br> '''1962 Powerglide'''<br> 1962 saw the introduction of a new aluminum Powerglide transmission to replace, in most cases, the cast iron job. The aluminum unit was used with the Chevy II four and six cylinder engines, as well as with the 250 and 300 horsepower 327 engines in passenger cars and Corvettes. The cast iron Powerglide continued use with the 235 six cylinder and 283 V-8 passenger car engines. <br><br> The aluminum Powerglides were manufactured at Toledo, Ohio, in 1962, and they received a "B" character prefix in the unit identification date of manufacture stamping to indicate Toledo. Initially, these stampings were located on the right front corner of the transmission, covered by the converter cover. During the second week of November, 1961, the stamping location was changed to the right-hand side, on the base of the pan. As illustrated, "B1204N" indicates a Toledo Powerglide manufactured December 4th, during the night shift. <br><br> Internally, there were significant differences between the lighter aluminum Powerglides built for the Chevy II, as opposed to those built for the V-8 engine models. In general, fewer clutch disks and smaller clutch piston areas wouldn't allow these lighter transmissions to survive under the requirements of the larger V-8s. <br><br> Externally in 1962, the major difference was that the passenger cars required a tailshaft extension housing that was 9-3/64" long, while the Corvette required an extension housing that was 11-1/4" long with three cast-in bosses for floor-shifter mounting. This is the primary difference (see photos). If you were to simply lengthen the driveshaft to compensate for the difference in extension length, the shifter still will not mount to the shorter housing, nor would it come through the floor in the correct position. A bit of help is to locate a 1962 Chevy II Powerglide, because it is of the correct extension length (11-1/4" long). The only problem is that the Chevy II Powerglide transmission was not heavy enough internally (without modification) to handle the power of the 327ci Corvette engine. <br><br> '''1963 Powerglide'''<br> In 1963, both the Toledo and Cleveland plants were manufacturing aluminum Powerglides; however, only the Toledo plant produced the automatic transmissions used in the Corvette. Now, a Toledo built Powerglide was prefixed with the letter "T" (rather than "B"), so an identification stamping of "T0320N" would be a Toledo Powerglide built March 20th, during the night shift. <br><br> The tailshaft extension housing for a 1963 Corvette remained 11-1/4" long, while the passenger car unit remained 9-3/64" long. <br><br> There was a part number change from 1962 however, which reflected the fact that the 1963 Corvette Powerglide extension now used five mounting bosses for the shifter. Pete Vanish researched that one and found that the 1963 Series 10 and 20 Chevrolet (and probably GMC) trucks used a Powerglide with a slightly different shifter location, and they are a direct Corvette interchange. So there is your challenge! Find a 1963 10 or 20 Series truck with its original Powerglide. This tailshaft extension can also be found on 1963 Chevy II's and 1964 Chevy II Super Sport models, but again, this transmission is a lighter-duty model. <br><br> Incidentally, what I call a direct interchange above (from the 10 or 20 Series truck) fails to take into account that linkages, vacuum modulator lines, neutral safety switch, and the oil filler tube and fluid dipstick are unique to the Corvette, designed specifically to clear the body floor pan shapes. For any model, these become the truly tough parts to locate for a restoration. <br><br> '''1964 Powerglide'''<br> 1964 found little change in the external configuration of the Corvette Powerglide transmission. It was very much like the 1963 Corvette except that the output shaft was changed from 16-splines, to 27-splines on a 1964. The 1964 Chevrolet passenger car also changed to the 27-spline configuration, but the Powerglide itself remained the shorter type with the 9-3/64" long tailshaft extension. <br><br> Also, the 1964 Powerglide (and possibly later 1963s) used an external oil cooler. Previous Corvettes had always had an excellent power-to-weight ratio that made an oil cooler unnecessary. The engineers apparently changed their minds, and added a cooler consisting of an aluminum heat exchanger mounted in front of the radiator, with fluid lines routed back to the transmission. The use of this cooler extended through 1967 on all Corvette 327 cubic inch engines, while 427 engines with Powerglide used a heat exchanger located inside the tank of the new heavy-duty copper core radiator. <br><br> '''1965-1967 Powerglides'''<br> These are the easy ones! In 1965 the new passenger car body style allowed Chevrolet to equalize transmission output extension lengths at 11-1/4". Since the shifters were bolted to the body floor pan in both the passenger cars and the Corvette, there also is no problem with the bosses for shifter mounting on the extension. So the Powerglide transmission itself (not including linkages, oil filler tube and dipstick) is a direct interchange. <br><br> '''Summary'''<br> The preceding information hits on the peaks and high points of information available on the Powerglides. If you want greater depth, send me a long #10 envelope with two stamps, and $3 for duplicating costs, for significantly more 1962-1967 Powerglide information with part numbers, hints on visual identification, etc. <br><br> I've noticed a renewed increase in Powerglide equipped Corvettes over the past year. I attribute this to three reasons: <br> 1. A number of restorers have finished a body-off restoration on an Fl or heavy duty brakes model, and now that that car's finished, and too nice to use, they're looking for a "driver" for the spouse or themselves. Powerglides tend to be very reliable and not "high-strung."<br> 2. Powerglide Corvettes, if they are still Powerglide equipped, tend to have lived an easier life than their manual shift counterpart that was more thrashed around by a number of different owners.<br> 3. In 1962, for example, there were roughly only 1,500 Powerglide Corvettes produced. How many remain? 300? Less? Those older cars were much more easily converted from Powerglide to a four speed than the other way around, and so many were. <br><br> '''Editor's Note:'''<br> Mike's preceding story does not include the 1953-1955 Corvette Powerglide transmissions. Information concerning the Powerglides used in 1953-'55 six cylinder Corvettes was published in the Winter 1982 issue of ''The Corvette Restorer Magazine''. For the 1955 Corvette V-8 Powerglide, it should be mentioned that the output shaft extension housing is the same as the 1955 through 1957 Chevrolet passenger cars, as the 1955 Corvette floor-shifter was mounted to the under-body and therefore did not require the shifter mounting bosses on the extensions as used on 1956 and later Powerglide Corvettes. </blockquote> ====Super Turbine 300==== The 2-speed automatic used in Buick, Olds and Pontiac vehicles was known as the Super Turbine 300 or ST-300. The ST-300 transmission was similar to the Powerglide but few parts were directly interchangeable. The ST-300 was also produced with a variable pitch torque converter. This converter could change stall RPM with an electric solenoid inside the transmission that was activated by a switch usually mounted on the throttle linkage. ====Torque-Drive==== This was a low cost Powerglide-based transmission that used a manual valve body. It had to be manually shifted into high and down to low. It was sold under RPO MB1, and cost about $100 less than a Powerglide. It was available with 4 cylinder and 6 cylinder engines. ===TH350=== The GM Turbo Hydra-Matic 350 transmission (aka "350", "TH350", "Turbo 350", etc.) was used between 1968-'86 in RWD and 4WD GM vehicles. It is a relatively rugged, compact transmission that lends itself to a wide variety of applications and modifications. ====TH350 transmission ID==== {| |[[File:1972 th350 id.jpg|thumb|200px|TH350 accumulator with ID. "72" is year, "152" is a calibration code, "KE" is application code (link to application codes below)]] |[[File:TH350 ID governor cover.jpg|frame|left|ID stamped into governor cover]] |} Codes for 1969-'72 TH350 transmissions are located on the accumulator; 1973-'81 TH350 codes are on the governor cover. Listings of the transmission application codes can be seen '''[http://www.teufert.net/trans/trans.htm HERE]'''. <br style="clear:both"/> ====TH350 tailshaft (extension housing) lengths==== You will find the TH350 with 6", 9" and 12" tail housings. There is also a 4WD output, shown below (this setup can easily accept a Gear Vendors overdrive with a shortened adapter): [[File:3504WD output.jpg]] Another output shaft used with 4WD is similar in length to the one used with the 6" tailhousing when coupled to an NP208 transfer case (1980-'86 Chevrolet/GMC 1/2 4 x 4). This particular output shaft is 1" shorter when used with the appropriate transfer case adapter, p/n 14020853 (1980-'86 GM 1/2 ton 4 x 4). It possible to use the 700R4/4L60E transfer case adapter with the use of a spacer block since the THM350/NP208 adapter has been discontinued. ====TH350C==== There was also a TH350'''C''' version that has a lockup torque converter (TCC). The case has a "C" cast into it, and there will be an electrical plug adjacent to the shifter shaft on the driver side of the tranny, similar in appearance to the one used on a 700R4/4L60E (some early TH350Cs had a 2 prong connector while 1982-86 will have a 4 pin connector - which interchanges with the 700R4/4L60E). Not to be confused with a TH350 non-lockup tranny with a threaded electrical connector on the ''passenger'' side of the case. This is a pressure switch that was used ~1972-'73 for the Transmission Controlled Spark (TCS) system. This disabled the distributor vacuum advance in all gears except high gear, and is a single wire switch threaded into a pressure port near where the cooler lines are located. This switch may be left in place, unused- or remove it and plug the port. There have been reports of some TH350 trannys having a temperature sender in this area as well. The lockup torque converter used with the TH350C (with 30 splines, 1.703" pilot, and a 1.875" hub diameter) is similar in appearance to the one used with the 700R4 (including the pre-1998 non-LSx 4L60E)- BUT they do not interchange (700R4 incl THM200/2004R have a 1.750" hub diameter/1.703" pilot diameter). ====TH250/TH250C==== Be careful to not be fooled into thinking a TH250 is a TH350. The TH250 looks almost identical to the TH350 externally- same size, same oil pan. Unlike the TH350, it has a band adjuster stud and lock nut on the passenger side of the case near the cooler lines. The oil pump does not have the intermediate clutch piston, clutch pack, and associated direct clutch drum. Some 1974-'75 Chevrolets (Camaro, Nova, Monza, Vega) equipped with the Vega 4 or inline six were equipped with the TH250, which was a replacement for the discontinued Powerglide. The TH250 was revised in 1979 as a TH250C with a lockup torque converter and was commonly used with the Chevrolet 90 degree V6 (200/229, excluding the 4.3L) or Buick 3.8L (Series I) V6. The revision of the TH250C was in response to the failure rate of the TH200 when it was used with V8 GM engines. ===General information=== ====Common pan shapes and ratios==== [[Image:Pan_id.jpg‎|frame|center|Transmission identification by pan shape with gear ratios.]] <br style="clear:both"> {| style="background:#eeeeee" ! Image Number !! !! Transmission(s) !! !! Pan Bolts !! !! 1st Gear !! !! 2nd Gear !! !! 3rd Gear !! !! 4th Gear !! !! Reverse |- ! 1 | | Aluminum Powerglide | | align = "center" | 14 | | align = "center" | 1.76/1.82 | | align = "center" | 1.00 | | align = "center" | - | | align = "center" | - | | align = "center" | 1.76/1.82 |- ! 2 | | TH200 (Metric), TH200C (Metric) | | align = "center" | 11 | | align = "center" | 2.74 | | align = "center" | 1.57 | | align = "center" | 1.00 | | align = "center" | - | | align = "center" | 2.06 |- ! 3 | | TH250, TH250C, TH350, TH350C, TH375B | | align = "center" | 13 | | align = "center" | 2.52 | | align = "center" | 1.52 | | align = "center" | 1.00 | | align = "center" | - | | align = "center" | 1.94 |- ! 4 | | TH375C, TH400, TH475, 3L80, 3L80HD | | align = "center" | 13 | | align = "center" | 2.48 | | align = "center" | 1.48 | | align = "center" | 1.00 | | align = "center" | - | | align = "center" | 2.07 |- ! 5 | | TH200-4R | | align = "center" | 16 | | align = "center" | 2.74 | | align = "center" | 1.57 | | align = "center" | 1.00 | | align = "center" | 0.67 | | align = "center" | 2.06 |- ! 6 | | TH700-R4, 4L60, 4L60E | | align = "center" | 16 | | align = "center" | 3.06 | | align = "center" | 1.62 | | align = "center" | 1.00 | | align = "center" | 0.70 | | align = "center" | 2.29 |- ! 7 | | 4L80E | | align = "center" | 17 | | align = "center" | 2.48 | | align = "center" | 1.48 | | align = "center" | 1.00 | | align = "center" | 0.75 | | align = "center" | 2.07 |} ====Dimensions of common GM automatics==== [[Image:Transmission_dimensions.jpg‎|Transmission dimensions.]] {{Note1}} An aluminum Powerglide also exists with an 18" extension housing. [[Image:Transmission_guidelines.jpg‎|Typical application information.]] {{!}} More transmission dimensions at [[Transmission identification #Dimensions|'''Dimensions''']] ====Common bellhousing configurations==== Photo of Chevrolet bellhousing bolt pattern. Notice the peak between the top two bolt holes on the bellhousing. Some Chevrolet/GMC 4 x 4 (including the Astro/Safari AWD, 1991-'93 GMC Syclone/Typhoon, Oldsmobile Bravada) will have a six bolt aluminum dust cover (4 bolts if used with an 4.3L-powered 1988-'94 S10 2WD or 4WD, which has two additional bolt bosses which mount the strut rods that connect to a spacer shim that bolts to the engine mount. TH350, TH400, 700R4, and 4L60E (up to 1995) with a "K" case will have the 6 bolt dust cover (4 bolts if used with 4.3L-powered S10). [[file:Chevy_bell_pattern.jpg|400px]] <br style="clear:both"/> A dual pattern bellhousing bolt pattern was used on a few different GM automatics like the TH350C (some, not all), and TH2004R (most, except 60 degree "metric"/Cadillac Northstar). It first appeared in the mid to late 1960s with the Super Turbine 300. Dual pattern bellhousings reappeared during the late 1970s on some TH350 when Chevrolet engines were optioned in some BOP and Cadillac automobiles when GM phased in corporate engines (usually the Chevrolet V8 or 90-degree V6) in lieu of division-specific engines. Aftermarket bellhousings by J.W. Performance Transmissions for GM engines incorporate the dual bolt pattern eliminating the need of a BOP to Chevrolet adapter plate. [[File:Th350C unicase.jpg|thumb|left|400px|Universal GM bellhousing bolt pattern]] <br style="clear:both"/> ===TH250, TH250C, TH350, TH350C, TH375B transmissions=== ====Identifying transmissions in the TH350 family==== {| class="wikitable" style="color:black; background-color:#DDDDDD;" |+TH350 family |- ! Transmission !! Type !! Wire plug !! Band adjusting screw !! Tail housing |- ! TH250 | align = "center" | Non-lockup | align = "center" | None | align = "center" | Yes | align = "center" | 6" |- ! TH250C | align = "center" | Lockup | align = "center" | Driver side | align = "center" | Yes | align = "center" | 6" or 9" |- !TH250C | align = "center" | Non-lockup | align = "center" | None | align = "center" | None | align = "center" | None, 6", or 9" |- ! TH350C | align = "center" | Lockup | align = "center" | Driver side | align = "center" | None | align = "center" | None, 6", or 9" |- ! TH375B | align = "center" | Non-lockup | align = "center" | None | align = "center" | None | align = "center" | 12" |} *NOTE 1: Any of these may also have a switch threaded into the case on the passenger side near the TV cable. *NOTE 2: ALL V8 style lockup transmissions have an input shaft with a polished tip and rubber O-ring at the front end of this shaft. Also similar to 700R4/4L60E (early production and some bolt-on bellhousing variants e.g. 1996-00 GMT325/330 (S-series) with the Vortec 4.3L and 1998-00 C/K truck/SUV not coupled to an LSx engine with a 298mm stator shaft). See image below. {| |[[File:350c input.jpg|thumb|center|400px]] |[[File:Th350 input1.jpg|thumb|235px|center|TH350 and TH400 inputs are the same]] |} ====List of vehicles that used the TH350 as original equipment:==== The TH350 was used in some Y- and F-bodies in 1968, then across the board from 1969-'80. From 1981-'86 the TH350C was available. 1969-'84 Buick, Chevrolet, Olds and Pontiac full-size 1969-'81 Buick, Chevrolet, Olds and Pontiac A-body, G-body and F-body (some F-body in 1968) 1973-'79 Buick, Chevrolet, Olds and Pontiac X-body 1969-'78 Riviera 1968-'82 Corvette 1975-'80 Buick, Chevrolet, Olds and Pontiac H-body (Vega, Monza, Skyhawk, etc.) 1981-'82 Cadillac Fleetwood and DeVille (CBC-350 and TH350C versions) 1973-'85 Chevy and GMC 2WD and 4WD pickup, Blazer, G-10, G-20 van and Suburban ===TH200 transmissions=== The TH200 was introduced during the 1976 model year. It was the first GM transmission with metric fasteners. As with the TH350/400, its a 3-speed transmission, with 1979-'87 production models using a lockup torque converter. The TH200 has a one-piece case which resembles a Powerglide without a bolt-on tailhousing. The passenger side has an intermediate servo cover which resembles the 2-4 servo used with the THM700R4 / 4L60E. The TH200 also lacks a vacuum modulator, instead a cable actuated throttle valve is used to control shift points (similar to the Chrysler Torqueflite, TH2004R, and THM700R4 / 4L60). Unlike later GM automatic overdrive transmissions, the TH200 has a cast iron pump. The TH200 (including the TH200C) have used the following bellhousing patterns: *Chevrolet V8/inline six/90 degree V6 *BOP V8 and V6 *Vega/Monza Durabuilt 140 *Isuzu 4 cylinder used with the GM T platform (Chevette, including the Buick/Opel by Isuzu (rebadged Isuzu Gemini) and Chevrolet LUV), *2.8L V6 bolt pattern (used with the early production Chevrolet S10/GMC S-15s with a 4 cylinder (incl Tech IV) or 2.8L V6). It is considered a light duty transmission. When used with heavier vehicles e.g. GM B or G-bodies, this has resulted in a high failure rate, and its common for the TH200 to be swapped out for a TH350. Scott McClay Engineering has improved the weak points of the TH200 by using some TH2004R internals e.g. Kevlar-lined bands and clutch discs sourced from the 2004R. Since 2013 the TH200 has supplemented the Powerglide in drag racing. *[http://scottmcclayengineering.com/ Scott McClay Engineering] *[http://www.dragracingonline.com/technical/transtech_1.html TH-200 Trans Tech] A TH200 derivative used with the 1979-'85 GM E platform automobiles (Eldorado, Toronado, Riviera, Seville (1980-'85), the TH325, was introduced for the 1979 model year and upgraded in 1982 to the TH325-4L. Much like the TH200, the 325 suffered the same failure rate until the improved 325-4L was phased in. ====Identifying transmissions in the TH200 family==== [[File:TH2004RBell.jpg]] Photo of a multi-pattern bell housing of a TH2004R [[file:Buick-2004r.jpg|300px]] Rear view of a TH2004R transmission with BOP design bellhousing bolt pattern. Notice the valley between the top two bolt holes. <br style="clear:both"/> ====TH2004R info==== *[http://www.montecarloss.com/community/ubbthreads.php?ubb=showflat&Board=21&Number=401583&Searchpage=4&Main=46885&Words=&topic=1&Search=true#Post401583 Thread] on MonteCarloSS.com *[http://www.gnttype.org/techarea/transmission/transpage.html Many articles] from The Turbo Regal Web Site (gnttype.org) *[http://www.gnttype.org/techarea/pictureguides/tranny/thm200vs350.html THM200-4R vs. THM350] from The Turbo Regal Web Site (gnttype.org) *[http://www.ckperformance.com/resources/GM2004RTRANSMISSIONS.html GM2004R TRANSMISSIONS] from ckperformance.com *[http://www.t6p.com/forums/showthread.php?t=13542 Strengthening a 2004R ] from Turbo Buick Performance (t6p.com) ==TH2004R transmission== TH2004R was introduced in 1981. It uses some internals from the TH200/200C, such as low/reverse planetaries, reaction carrier, low/reverse sprag along with improved hard parts, the durability of which had plagued the original TH200 design. The oil pump design uses pump vanes in lieu of pump gears (this design is shared with the 700R4/4L60E). As a result of the redesigned one-piece case (resembling a scaled down TH400 to accommodate the overdrive assembly) the transmission mount is located in the same location as a short tailhousing TH400. ===TH400 model ID codes=== A listing of the two letter model code found on the metal ID tag is '''[http://www.teufert.net/trans/t-400.htm HERE]'''. ====Identifying transmissions in the TH700R4 family==== [[File:TH700-R4_ID.jpg]][[File:700 k case.jpg|350px|right]] Reportedly there are three different TH700R4 cases. The marking (if any) are found cast into the bellhousing on the passenger side. *There is a case with no markings, it is the weakest and should be avoided for high performance duty There is an '''MD8''' case, it's considered suitable for most performance duty *Then there is the '''K''' case (used with Chevrolet/GMC truck/van applications (including Astro/Safari vans with AWD) with a 6 bolt aluminum dust cover (4 bolts when used with 4.3L-powered 1988-92 S10s both 2 and 4WD/AWD including the 1991/92 limited production GMC Syclone/Typhoon and Oldsmobile Bravada to clear the exhaust y-pipe - S10 transmission case will fit Chevrolet V8 when used with aftermarket headers), it is the strongest TH700R4 case (shown above, right); *[http://www.transmissioncenter.net/700r4.htm TH700R4/4L60 info] ===Fastener threads=== LSx engine tranny-to-block bolts are metric: M10 x 1.5 - this includes 2001/02 Chevrolet Express/GMC Savana with the Vortec 5000/5700 (GEN 1+). Using SAE bolts on a GM transmission mount after about 1978 will strip the mount threads. GM converted to metric mount bolts about 1978 even though most of the rest of the transmission bolts did not change until the TH700R4 and TH4L80/E came out. TH350 and TH400 transmission mount, speedometer, and solenoid bolts went metric about 1978. All other bolts were SAE to the end of production. TH200C, TH2004R, TH700R4, and later transmissions used metric fasteners. ===Speedometer=== ===TH350, TH400, manual speedometer gear ID=== *[http://www.teufert.net/trans/speedo.htm Speedometer colors/tooth count] *[http://www.teufert.net/trans/speedo-gears.htm Speedometer gear usage chart] ===Muncie M20, M21, M22 transmissions=== ====Muncie M20/21/22 ratios==== <table border="1" cellspacing="0" cellpadding="2"><tr bgcolor="#FFF8DC"> <td> <center><b>Series</b></center> </td> <td> <center><b>Gear Ratio</b> <br> <b>1st, 2nd, 3rd, 4th</b></center> </td> <td> <center><b>Spline</b> <br> <b>Input</b></center> </td> <td> <center><b>Grooves</b> <br> <b>Input</b></center> </td> <td> <center><b>Cluster&nbsp;</b> <br> <b>Pin&nbsp;</b></center> </td> <td> <center><b>Tooth</b> <br> <b>Count</b> <br> <b>Input</b></center> </td> <td> <center><b>Tooth&nbsp;</b> <br> <b>Count 4th</b> <br> <b>Cluster</b></center> </td> <td> <center><b>Output</b> <br> <b>Spline</b></center> </td> </tr> <tr> <td> <center>M-20 wide ratio 63-65 <p>M-20 wide ratio 66-70 </p> <p>M-20 wide ratio 71-74 </p> <p>M-21 close ratio 63-65 </p> <p>M-21 close ratio 66-70 </p> <p>M-21 close ratio 71-74 </p> <p>M-22 close ratio 65-69 </p> <p>M-22 close ratio 70-74</p> </center> </td> <td> <center>2.56, 1.91, 1.48, 1.00 <p>2.52, 1.88, 1.46, 1.00 </p> <p>2.52, 1.88, 1.46, 1.00 </p> <p>2.20, 1.64, 1.28, 1.00 </p> <p>2.20, 1.64, 1.28, 1.00 </p> <p>2.20, 1.64, 1.28, 1.00 </p> <p>2.20, 1.64, 1.28, 1.00 </p> <p>2.20, 1.64, 1.28, 1.00</p> </center> </td> <td> <center>10 <p>10 </p> <p>26 </p> <p>10 </p> <p>10 </p> <p>26 </p> <p>10 </p> <p>26</p> </center> </td> <td> <center>none <p>2 </p> <p>2 </p> <p>1 </p> <p>1 </p> <p>1 </p> <p>none </p> <p>none</p> </center> </td> <td> <center>7/8&nbsp; <p>1" </p> <p>1" </p> <p>7/8 </p> <p>1" </p> <p>1" </p> <p>1" </p> <p>1"</p> </center> </td> <td> <center>24 <p>21 </p> <p>21 </p> <p>26 </p> <p>26 </p> <p>26 </p> <p>26 </p> <p>26</p> </center> </td> <td> <center>29 <p>25 </p> <p>25 </p> <p>27 </p> <p>27 </p> <p>27 </p> <p>27 </p> <p>27</p> </center> </td> <td> <center>27 <p>27 </p> <p>32 </p> <p>27 </p> <p>27 </p> <p>32 </p> <p>27 </p> <p>32</p> </center> </td> </tr> </table> ====Identifying Muncie M20 series transmissions==== The external differences between the three Muncie 4 speed transmissions can be deceiving. If the cover is removed, the pitch of the gears can be seen. [[File:Muncie gearsM20-21 VS M22.jpg|thumb|400px|left|]] <br style="clear:both"/> Link to a Muncie page showing [http://www.dandltransmission.com/muncieratio.html Muncie gear ratio, spline counts, exploded view, parts list, etc.] from D&L Transmissions. Return to [[Transmission identification#Dimensions of common GM automatics|'''Dimensions of common GM automatics''']] [[File:Dimensions.jpg|center]] ;All dimensions are in inches. <p align="center"> </p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;Powerglide&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - Chevrolet, Fit-all)</span></p> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">short shaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">25&nbsp;²³/₆₄</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">16&nbsp;⁵/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;⁹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">TCI shorty</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">17&nbsp;¹⁵/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">16&nbsp;⁵/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;⁹/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">N/A</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19</span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">long shaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27&nbsp;⁹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">16&nbsp;⁵/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;⁹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;TH350&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - Chevrolet, BOP, Fit-All)</span></p></span> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">6" tailshaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27&nbsp;¹¹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">21&nbsp;⁵/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;³/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19&nbsp;¹/₈</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">9" tailshaft</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">30&nbsp;¹¹/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">21&nbsp;⁵/₈</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;³/₈</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19&nbsp;¹/₈</span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">12" tailshaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">33&nbsp;²⁷/₃₂</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">21&nbsp;⁵/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20&nbsp;³/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19&nbsp;¹/₈</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;TH400&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - Chevrolet, BOP)</span></p></span> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">C tailshaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">28&nbsp;³/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">24&nbsp;⁵/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">26&nbsp;¹⁵/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 ¼</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">D tailshaft</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">33&nbsp;²⁷/₃₂</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">24&nbsp;⁵/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27&nbsp;¹⁵/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 ¼</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">13" tailshaft</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">37&nbsp;⁷/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">24&nbsp;⁵/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27&nbsp;²¹/₃₂</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">1 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;2004R&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - BOP, Fit-All)</span></p></span> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">All</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27&nbsp;¹¹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">integral tailhousing</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">27</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">19&nbsp;¹/₈</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;700R4 4L60 (4L60E 1993-1995)&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - Chevrolet)</span></p></span> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">All except Corvette</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">30 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">23&nbsp;³/₈</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">22 ½</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; ">Corvette</span><span style="font-family: Arial; font-size: 8pt; ">(1982-1996)</span></span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">29&nbsp;⁷/₈</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">23&nbsp;³/₈</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">22 ½</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><b><span style="font-family: Arial; font-size: 10pt; ">&nbsp;4L60E/4L65E 1996-Later&nbsp;</span></b><span style="font-family: Arial; font-size: 10pt; ">(bellhousing pattern - Chevrolet/<em>removable</em>)</span></p></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">All except Corvette &amp; LS1</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">30 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">21 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">23&nbsp;³/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">18 ¼</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">Corvette (transaxle)</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; ">&nbsp;</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; ">&nbsp;</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; ">&nbsp;</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">N/A</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">N/A</span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">LS1-style (1998-later)</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; font-family: Arial; ">31&nbsp;⁵/</span><span style="font-family: Arial; font-size: 10pt; ">₃₂</span></span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">21 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; font-family: Arial; ">23&nbsp;¹⁹/</span><span style="font-family: Arial; font-size: 10pt; ">₃₂</span></span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">3 ¾</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">18 ¼</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> <p align="left"><span style="font-family: Arial; font-size: 10pt; ">&nbsp;<b>4L80E/4L85E 1991-Later&nbsp;</b>(bellhousing pattern - Chevrolet)</span></p></span> <div><span style="font-family: Arial; "></span> <div align="center"><span style="font-family: Arial; "></span> <table border="0" cellpadding="3" cellspacing="0" width="500"> <tr> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">Style</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">A</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">B</span></b></span> </td> <td align="center" bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">C</span></b></span> </td> <td bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">D</span></b></span> </td> <td align="center" bgcolor="#ffffff" valign="top" width="17%"><span style="font-family: Arial; "><b><span style="font-family: Arial; font-size: 10pt; ">E</span></b></span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">Std. 2wd</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">32&nbsp;¹¹/₁₆</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">26</span> </td> <td align="center" bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; ">30&nbsp;³/</span><span style="font-family: Arial; font-size: 8pt; ">8</span></span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 ¼</span> </td> <td align="center" bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">HD 2wd</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">31&nbsp;¹⁵/₁₆</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">26</span> </td> <td align="center" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; ">30&nbsp;³/</span><span style="font-family: Arial; font-size: 8pt; ">8</span></span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 ¼</span> </td> <td align="center" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">HD long</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">33</span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">26</span> </td> <td align="center" bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; ">30&nbsp;³/</span><span style="font-family: Arial; font-size: 8pt; ">8</span></span> </td> <td bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 ¼</span> </td> <td align="center" bgcolor="#FFFF00" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> <tr> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">4 X 4</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">29</span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">26</span> </td> <td align="center" valign="top" width="17%"><span style="font-family: Arial; "><span style="font-size: 10pt; ">30&nbsp;³/</span><span style="font-family: Arial; font-size: 8pt; ">8</span></span> </td> <td valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">N/A</span> </td> <td align="center" valign="top" width="17%"><span style="font-family: Arial; font-size: 10pt; ">20</span> </td> </tr> </table><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "></span></div><span style="font-family: Arial; "> <p align="left">&nbsp;</p> <p align="left"></p> ==Weights== '''Weight''' (approximate, in pounds): *Powerglide- wet 110 *TH200C- 96 *TH350- wet 130 *TH400- wet 140 *TH2004R- 132 *4L60E- wet 175 *4L80E- wet 255

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