General Motors transmissions

| TH200 (Metric), TH200C (Metric)

| TH250, TH250C, TH350, TH350C, TH375B

| TH375C, TH400, TH475, 3L80, 3L80HD

| TH2004R

| TH700R4, 4L60, 4L60E  

{{Note1}}Be careful not to mistake a TH250 for a TH350. The TH250 looks almost identical to the TH350 externally- same size, same oil pan. But unlike the TH350, it has a band adjuster stud and lock nut on the passenger side of the case near the cooler lines, similar in design to the Powerglide. The 1979-'84 TH250C used an oil pan with an X-shaped stamped rib (TH350 oil pan is smooth). Usually found in 1974-'75 Chevrolet Vega/Monza (including H-body clones), Nova, Camaro when coupled to the Vega 4 or 250 inline six. Reintroduced in 1979 as an option for GM A, B, F, and G-bodies in response to the failure rate of the THM200 when used behind anything other than a 4 cylinder (coupled to the Buick V6 3800 engine or Chevrolet 90 degree V6 exc. 4.3L) until 1984 (same as the 1974-'75 design but incorporating a lockup torque converter (same as THM350C), a lightened sunshell with 3 or 6 drilled holes (sometimes used in performance applications to decrease ET due to its lower rotating mass), low/reverse piston (with 8 cutouts), and auxillary valvebody (shared with the THM350C). TH250C mostly found in G-bodies (third generation F-bodies came with the TH200C or 700R4) and some B-bodies until the 1984 model year when it was last optioned.