@@ Line 28: / Line 28: @@
 ===Borg Warner OD wiring diagram===
 [[File:Od-wiringdiagrm.jpg]] <br style="clear:both"/>
-===Rebuilding the Borg Warner overdrive===
-*Article, [http://www.classictruckshop.com/clubs/earlyburbs/projects/t85n/rebuild.htm ''Rebuilding the Borg Warner Overdrive Unit'']
 ==Four speed manual transmission identification and description==
@@ Line 534: / Line 531: @@
 *[http://www.carcraft.com/techarticles/ccrp_1206_600_dollar_five_speed_swap/index.html The $600 Five-Speed Swap], Car Craft, June, 2012
 *[http://www.crankshaftcoalition.com/wiki/Transmission_identification#Ford_T-5 Ford T-5] CC wiki page
+===NV3500===
+* 1988–1998 Chevrolet & GMC CK (GMT400 platform) with 4.3 liter V6 and 5.0 liter V8 and 5.7 liter V8. NOTE - some transmissions for the 1988-'92 GMT400 were branded as the MG290 (1987 production year - usually found with the early 1988 GMT400 truck), HM290, 5LM60 (both early (1989-'90) and late version (1991-'92) - late version manufactured by New Venture Gear)
+* 1999–2006 [[GMC Sierra]] (GMT800) 1500 and 2500LD
+* 1993–2003 GM S (S10 etc.) trucks with 4.3L V6
+* 1994–2001 [[Dodge Ram]] 1500
+* 1994–1995 [[Dodge Ram]] 2500 Light Duty
+* 1994-2004 [[Dodge Dakota]]
+'''Wide Ratio Gearing Option in Dodge 1500 & GM Full-size Light Trucks:'''
+{| class=wikitable
+!1
+!2
+!3
+!4
+!5
+!R
+|-
+|4.02
+|2.32
+|1.40
+|1.00
+|0.73
+|3.55
+|}
+'''Close Ratio GM S/T Small Trucks & 2500 Light Duty Dodge Ram Truck Gearing:'''
+{| class=wikitable
+!1
+!2
+!3
+!4
+!5
+!R
+|-
+|3.49
+|2.16
+|1.40
+|1.00
+|0.73
+|3.55
+|}
 ==Six speed manual==
@@ Line 557: / Line 596: @@
 ===Borg Warner/Tremec T56===
-Starting with the 1992/1993 GM F-body (Camaro, Firebird, Trans Am) the six speed was a Borg Warner-designed, Tremec-built T56 transmission. Although the basic design, case, and internal operation were the same, three different ratio gear sets were available in GM applications. In 1993, F-body cars were equipped with two optional rear axle ratios: 2.73 and 3.23. Beginning in 1994, all T56 cars used the same ratio gear set regardless of rear axle ratio. 1992-1993 T56s with the lower gear sets had a slightly lower torque capacity in the 350 lb-ft range while 1994-later (high) gear sets reduced the side loads on the case and were rated to 450 lb-ft. T56 use continued like this until 1997 when it also started being used in the Y-body (Corvette) as a rear-mounted transaxle, and continued on in F-bodies behind the LS1 until the end of their production.
+Starting with the 1992-1993 GM F-body (Camaro, Firebird, Trans Am), the six speed was a Borg Warner-designed, Tremec-built T56 transmission. Although the basic design, case, and internal operation were the same, three different ratio gear sets were available in GM applications. In 1993, F-body cars were equipped with two optional rear axle ratios: 2.73 and 3.23. Beginning in 1994, all T56 cars used the same ratio gear set regardless of rear axle ratio. 1992-1993 T56 with the lower gear sets had a slightly lower torque capacity in the 350 lb-ft range while 1994-later (high) gear sets reduced the side loads on the case and were rated to 450 lb-ft. T56 use continued like this until 1997 when it also started being used in the Y-body (Corvette) as a rear-mounted transaxle, and continued on in F-bodies behind the LS1 until the end of their production.
-Of note is the fact that all T56 transmissions share an interchangeable main case; even those found in Holdens, Fords, Vipers, and Aston Martins. What differs is the front adapter plate, tail shaft housing, shifter, and input/output shafts. Internally, there were some interchangeable differences, like the type of shift forks and synchronizers used, but for the most part all T56s are built on the same stout center section.
+Of note is the fact that all T56 transmissions share an interchangeable main case; even those found in Holdens, Fords, Vipers, and Aston Martins. What differs is the front adapter plate, tail shaft housing, shifter, and input/output shafts. Internally, there were some interchangeable differences, like the type of shift forks and synchronizers used, but for the most part all T56 transmissions are built on the same stout center section.
 ====T56 general info====
@@ Line 745: / Line 784: @@
 *The Ram version is rated for 550 lb-ft torque
 *A HD version for larger trucks is rated for 650 lb-ft torque
+<br style="clear:both"/>
 ==Automatic transmissions==
+'''GM automatic transmission gear ratios'''
+<table border="5" cellpadding="5" cellspacing="0" height="15" width="500">
+<tr><td></td><td><b>1st </b></td><td><b>2nd </b></td><td><b>3rd </b></td><td><b>4th</b> </td><td><b>Reverse</b></td></tr>
+<tr><td>Powerglide</td><td>1.76</td><td>1.00</td><td></td><td></td><td>1.76</td></tr>
+<tr><td>T-350</td><td>2.52</td><td>1.52</td><td>1.00</td><td></td><td>1.93</td></tr>
+<tr><td>T-400</td><td>2.48</td><td>1.48</td><td>1.00</td><td></td><td>2.00</td></tr>
+<tr><td>2004R</td><td>2.74</td><td>1.57</td><td>1.00</td><td>0.67</td><td>2.07</td></tr>
+<tr><td>700R4</td><td>3.06</td><td>1.62</td><td>1.00</td><td>0.70</td><td>2.29</td></tr>
+<tr><td>4L60E</td><td>3.06</td><td>1.62</td><td>1.00</td><td>0.70</td><td>2.29</td></tr>
+<tr><td>4L80E</td><td>2.48</td><td>1.48</td><td>1.00</td><td>0.75</td><td>2.08</td>
+</table>
+<br><br>
 <table style="border-collapse: collapse" border="0" bordercolor="#111111" cellpadding="0" cellspacing="0" height="6" width="90%"><tr>
           <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; bgcolor=" bgcolor="#CCCCFF" height="20" width="100%">
@@ Line 761: / Line 814: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH180</font></b></p></td>
+       <b><font size=“2”>T-180</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1969-'79</font></td>
@@ Line 768: / Line 821: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH180C</font></b></p></td>
+       <b><font size=“2”>T-180C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1980-up electronic torque converter lock-up (TCC)</font></td>
@@ Line 774: / Line 827: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH200</b></font></p></td>
+       <font size=“2”><b>T-200</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1976-'80</font></td>
@@ Line 780: / Line 833: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH200C</b></font></p></td>
+       <font size=“2”><b>T-200C</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1981-'87 electronic torque converter lock-up (TCC)</font></td>
@@ Line 787: / Line 840: @@
      <p align="center">
        <b><font size=“2”>
-       TH350</font></b></p></td>
+       T-350</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1969-'80</font></td>
@@ Line 794: / Line 847: @@
      <p align="center">
        <b><font size=“2”>
-       TH350C</font></b></p></td>
+       T-350C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1981-'86 lock-up torque converter (TCC)</font></td>
@@ Line 800: / Line 853: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH400 </b></font></p></td>
+       <font size=“2”><b>T-400 </b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;3-speed 1964-'98 electric kick down</font></td>
+     <font size=“2”>&nbsp;3-speed 1964-'98 electric kick down; renamed 3L80 </font></td>
      </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH2004R</b></font><b></b></p></td>
+       <font size=“2”><b>2004R</b></font><b></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;Overdrive 1981-'90</font></td>
@@ Line 812: / Line 865: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH700R4</b></font></p></td>
+       <font size=“2”><b>700R4</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;Overdrive 1981-'92 electronic torque converter lock-up (TCC)</font></td>
+     <font size=“2”>&nbsp;Overdrive 1981-'92 electronic torque converter lock-up (TCC); renamed 4L60 during the 1990 model year</font></td>
      </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 839: / Line 892: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>4L60E</b></font></p></td>
+       <font size=“2”><b>4L60E (also 4L65E, 4L70E)</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;Electronic overdrive 1993-up</font></td>
+     <font size=“2”>&nbsp;Electronic overdrive 1993-up; 1996-present has a bolt-on bellhousing</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 848: / Line 901: @@
 L80E</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;Electronic overdrive 1991-up full size trucks only</font></td>
+     <font size=“2”>&nbsp;Electronic overdrive 1991-up full size trucks only (includes Hummer H1, Rolls-Royce, and Jaguar automobiles)</font></td>
    </tr>
     <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 854: / Line 907: @@
        <font size=“2”><b>5L40E</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;Electronic overdrive 1999-up (5-speed) Cadillac Catera and CTS</font></td>
+     <font size=“2”>&nbsp;Electronic overdrive 1999-up (5-speed) Cadillac Catera and CTS, late 2006-2010 Pontiac Solstice and Saturn Sky</font></td>
      </tr>
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 894: / Line 947: @@
      <p align="center">
-     <font size=“2”><b>TH125</b></font></p></td>
+     <font size=“2”><b>T-125</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1980-'81</font></td>
@@ Line 901: / Line 954: @@
      <p align="center">
        <b>
-       <font size=“2”>TH125C</font></b></p></td>
+       <font size=“2”>T-125C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-<font size=“2”>&nbsp;3-speed 1982-up electronic controlled lock-up torque converter
+<font size=“2”>&nbsp;3-speed 1982-up electronic controlled lock-up torque converter (TCC)</font></td>
-    (TCC)</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH325</font></b></p></td>
+       <b><font size=“2”>T-325</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;3-speed 1979-'81</font></td>
+     <font size=“2”>&nbsp;3-speed 1979-'81 (GM E platform (Eldorado, Toronado, Riviera) and K platform 1980-'85 (Seville)</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH3254L</b></font></p></td>
+       <font size=“2”><b>T-3254L</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-<font size=“2”>&nbsp;Overdrive 1982-'85 electronic controlled lock-up torque converter
+<font size=“2”>&nbsp;Overdrive 1982-'85 electronic controlled lock-up torque converter (TCC); GM E and K platform</font></td>
-    (TCC)</font></td>
      </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH425</b></font></p></td>
+       <font size=“2”><b>T-425</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;3-speed 1966-'78 (electric passing gear)</font></td>
+     <font size=“2”>&nbsp;3-speed 1966-'78 (electric passing gear - THM400 derivative) - GM E platform automobiles (Oldsmobile Toronado, Cadillac Eldorado 1967-'78) incl. GMC motorhome</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 929: / Line 980: @@
        <b><font size=“2”>440T4</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-<font size=“2”>&nbsp;Overdrive 1985-'92 electronic controlled lock-up torque
+<font size=“2”>&nbsp;Overdrive 1985-'92 electronic controlled lock-up torque converter (TCC)</font></td>
-    converter (TCC)</font></td>
    </tr>
     <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 1,029: / Line 1,079: @@
 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 348ci 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.
+These transmissions were mounted behind the 315HP 348ci 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.
+The Turboglide as well as most of the other GM automatics of the time were phased out in favor of the T-350 and T-400 to reduce complexity and cost and to improve performance and reliability/durability.
 </Blockquote>
@@ Line 1,047: / Line 1,097: @@
 |-
 !bgcolor="#CCCCFF"| 2
-| TH200 (Metric), TH200C (Metric)
+| T-200 (Metric), T-200C (Metric)
 | align = "center" | 11
 |-
 ! bgcolor="#CCCCFF"|3
-| TH250, TH250C, TH350, TH350C, TH375B
+| T-250, T-250C, T-350, T-350C, T-375B
 | align = "center" | 13
 |-
 !bgcolor="#CCCCFF"| 4
-| TH375C, TH400, TH475, 3L80, 3L80HD
+| T-375C, T-400, T-475, 3L80, 3L80HD
 | align = "center" | 13
 |-
 ! bgcolor="#CCCCFF"|5
-| TH2004R
+| 2004R
 | align = "center" | 16
 |-
 !bgcolor="#CCCCFF"| 6
-| TH700R4, 4L60, 4L60E
+| 700R4, 4L60, 4L60E
 | align = "center" | 16
 |-
@@ Line 1,070: / Line 1,120: @@
 | align = "center" | 17
 |}
-{{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.
+{{Note1}}Be careful not to mistake a T-250 for a T-350. The T-250 looks almost identical to the T-350 externally- same size, same oil pan. But unlike the T-350, 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 T-250C used an oil pan with an X-shaped stamped rib (T-350 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 T-200 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 T-350C), 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 T-350C). T-250C mostly found in G-bodies (third generation F-bodies came with the T-200C or 700R4) and some B-bodies until the 1984 model year when it was last optioned.
 ===Transmission dimensions===
@@ Line 1,081: / Line 1,131: @@
 *Dimension "D" is the distance between the center of the mounting bolts - this is the "width" of the mounting pad.
 *Dimension "E" is the width of the transmission at the bellhousing and combined with dimension "B", helps you roughly compare the size of the various transmissions.
+<BR><BR>
 <table id="table2" border="1" cellpadding="2" cellspacing="0" width="91%">
 	<tr bgcolor="#CCCCFF">
@@ Line 1,111: / Line 1,161: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">27-11/16"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,120: / Line 1,170: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">30-11/16"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,129: / Line 1,179: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">33-27/32"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,138: / Line 1,188: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">28-3/8"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,147: / Line 1,197: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">33-27/32"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,156: / Line 1,206: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">37-7/8"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,165: / Line 1,215: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">'''700R4/4L60'''</td>
 		<td align="center" width="70">30-3/4"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,174: / Line 1,224: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">'''700R4/4L60'''</td>
 		<td align="center" width="70">29-7/8"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,183: / Line 1,233: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">''' 700R4/4L60'''</td>
 		<td align="center" width="70">29-1/2"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,189: / Line 1,239: @@
 		<td align="center" width="53">3-3/4"</td>
 		<td align="center" width="54">20"</td>
-		<td align="left" width="285">With TH350 6" extension housing</td>
+		<td align="left" width="285">With T-350 6" extension housing</td>
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">''' 700R4/4L60'''</td>
 		<td align="center" width="70">30-1/2"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,198: / Line 1,248: @@
 		<td align="center" width="53">3-3/4"</td>
 		<td align="center" width="54">20"</td>
-		<td align="left" width="285">'''(1)'''Using mount on extension housing p/n 8673406 (old p/n 24214689)</td>
+		<td align="left" width="285">'''(1)''' Using mount on extension housing p/n 8673406 (old p/n 24214689)</td>
 	</tr>
 	<tr>
-		<td width="120">'''TH2004R'''</td>
+		<td width="120">'''2004R'''</td>
 		<td align="center" width="70">27-11/16"</td>
 		<td align="center" width="64">n/a</td>
@@ Line 1,292: / Line 1,342: @@
 </table>
 ;Note
-'''(1)''' An extension housing p/n 8673406 (old p/n 24214689) is available for the TH700R4/4L60 transmission that moves the rear transmission mount to the same position as a TH400 (short-style 4” tail) or TH2004R transmission. This 7-3/8” long extension housing can eliminate transmission crossmember modifications when replacing a TH400 or TH2004R transmission with a 4L60 assembly.<br>
+'''(1)''' An extension housing p/n 8673406 (old p/n 24214689) is available for the 700R4/4L60 transmission that moves the rear transmission mount to the same position as a T-400 (short-style 4” tail) or 2004R transmission. This 7-3/8” long extension housing can eliminate transmission crossmember modifications when replacing a T-400 or 2004R transmission with a 4L60 assembly.<br>
 ===Typical application information===
@@ Line 1,378: / Line 1,428: @@
      <p align="center">
      <b>
-<font size=“2”>300 THM</font></b></p></td>
+<font size=“2”>ST300 </font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
 <font size=“2”>&nbsp;Super Turbine 300 (2-speed) used in 1964-'69 Buick, Olds, Pontiac</font></td>
      </tr></table>
+<br>
 == Two speed automatic==
@@ Line 1,407: / Line 1,458: @@
 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.
+One positive method to identify this transmission is to notice the fluid port on the stator support shaft.  The proper matching Torque Converter will have the corresponding bushings inside the Torque Converter that creates the fluid channel.  This fluid channel allows the pressurized transmission fluid to change the pitch of the vanes.
+[[File:-ST300 Drv Side 1.jpg|frame|left|ST300 left side view shows the electrical connector near the rear of the transmission, that also depicts this as a switch pitch style of transmission.]]
+[[File:-ST300 Input Shaft2.jpg|frame|right|ST300 input shaft, open port seen on the stator support passes the pressurized transmission fluid to the torque converter and causes the vanes to change pitch at operating speed.]]<br style="clear: both" />  [[File:ST300_TQ_Converter_Pic_1.jpg|frame|left|On the outside of this Torque Converter there are no tell tale signs to depict this converter as a switch pitch style converter.  Some converters will have small welded bumps on the outside, yet in this case, this converter does not. ]]  [[File:-ST300 TQ Converter Pic 3B.jpg|frame|center|By looking into this converter, you can see the set of narrow bushings that ride upon the stator support that creates a fluid channel that is a pass-through for the pressurized fluid needed to change the pitch of the torque converter vanes.]]
 ===Torque-Drive===
@@ Line 1,414: / Line 1,470: @@
 When you say Buick "Dynaflow", it's like saying "Chevy engine". Some still mistakenly refer to the early '60s aircooled Buick Dual Path- as well as ALL Buick trannys up until the Turbo Hydramatic came out, for that matter- as a "Dynaflow".
-There were a lot of iterations of the Dynaflow- beginning w/the early 1948-'49 version that acted something like a hydraulic version of a CVT tranny (it did have two "speeds", but selecting LOW would get you about 50 MPH, then you manually selected DRIVE).
+There were a lot of iterations of the Dynaflow- beginning w/the early 1948-'49 version that acted something like a hydraulic version of a CVT tranny (it did have two "speeds"; selecting LOW would get you about 50 MPH, then you manually selected DRIVE).
 By about 1953 the "Dynaflow" was replaced by the "Twin Turbine Dynaflow", which then became the "Variable Pitch Dynaflow", around 1955.
@@ Line 1,423: / Line 1,479: @@
 ==Three speed automatic==
-[[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:1972 th350 id.jpg|thumb|200px|T-350 accumulator with ID. "72" is year, "152" is a calibration code, "KE" is application code (link to application codes below)]]
-===TH350, TH350C, TH375B===
+===T-350, T-350C, T-375B===
-the TH350 trans was built in 5 different lengths. Two were 4x4 applications. Tail housing lengths of the two wheel drive were 6 inch, 9 inch and 12 inches. The 12 inch length is not very common. It was used mostly in Buick AND Oldsmobile station wagons.
+the T-350 trans was built in 5 different lengths. Two were 4x4 applications. Tail housing lengths of the two wheel drive were 6 inch, 9 inch and 12 inches. The 12 inch length is not very common. It was used mostly in Buick AND Oldsmobile station wagons.
-===TH350 model ID codes===
+====T-350 model ID codes====
 {|
 |[[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]'''.
+Codes for 1969-'72 T-350 transmissions are located on the accumulator; 1973-'81 T-350 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"/>
-===TH400 (3L80), TH375C, TH475 (3L80HD)===
+====ID T-350C====
--up 3L80HD is the HD version of the TH400 found in light trucks.  It has a 27 spline output shaft and is 34.5" long overall in the 2WD version. 'HD' is cast into the bellhousing in medium size letters.  The TH400 transmission was used between 1964-1990. 1987 was the year GM transmissions were renamed using the alphanumeric designations.
+The T-350C input looks different than the T-350 non lockup type tranny. Below is the T-350C input:
+[[File:350lockupinput1.jpg|220px]]
+<br><br>
+A non lockup T-350 input shaft looks like the one shown below:
+[[file:350NONLOCK INPUT.jpg]]
+====T-350 ratios====
+*First: 2.52:1
+*Second: 1.52:1
+*High: 1:1
+===T-400 (3L80), T-375C, T-475 (3L80HD)===
+-up 3L80HD is the heavy duty version of the T-400 found in light trucks.  It has a 27 spline output shaft and is 34.5" long overall in the 2WD version. 'HD' is cast into the bellhousing in medium size letters.  The TH400 transmission was used between 1964-1990. 1987 was the year GM transmissions began using the alphanumeric designations.
+====T-400 ratios====
+*First: 2.48:1
+*Second: 1.48:1
+*High: 1:1
-[[File:Th400SPpan.jpg|right|260px]]
 ===Switch Pitch===
-Switch Pitch (SP) TH400 transmissions were available from 1965-'67 in full size BOCad cars.
+There are SP 400 and SP 300 transmissions. The name "switch pitch" comes from the vanes in the torque converter being able to change their angle (pitch) in order to increase the stall speed to get the vehicle moving easier.
+====SP 300====
+These were found in 1964-'67 and were two-speed. The SP 300 converters are 12". Olds called it the '''Jetaway''', aka the '''Super Turbine 300'''.
+The ST300 had a three element torque converter, a front and rear multiple disc clutch pack, and a compound planetary gearset with a front band and a clutch pack for reverse and manual low gear. The unit was cooled with a small auxiliary ATF cooler located beneath the engine radiator. It had an aluminum case and weighed 152 lb.
+It was designed to start in low gear, providing a gear ratio of 1.765:1 plus the additional torque multiplication provided by the torque converter. The shift pattern was P-R-N-D-L. In Drive at full throttle, it would upshift from low gear to high gear at 60–65 mph.
-The name "switch pitch" comes from the vanes in the torque converter being able to change their angle (pitch) in order to increase the stall speed to get the vehicle moving easier.
+From 1964-'67, Buick and Olds versions of this transmission used a torque converter with a variable-pitch stator called Switch Pitch by Buick and Variable Vane by Olds. The stator blades changed pitch by an electrical solenoid and a stator valve, controlled by a switch on the throttle linkage. At light to medium throttle, the stator blades were at 32°, providing a torque multiplication of 1.8:1 and a converter stall speed of approximately 1800 rpm. At ⅔ to full throttle, the blades switched to the 51° high stall position, giving torque multiplication of 2.45:1 and a stall speed of approximately 2300 rpm. The blades were also set to the high position at idle to limit creep when stopped in Drive. The variable pitch stator was eliminated after 1967. This feature was not used on the Pontiac versions of this transmission.
-There are SP TH400 and SP TH300 transmissions. The SP 300 were found in 1964-'67 and were two-speed. The SP 300 converters are 12", the SP TH400 are 13".
+====SP 400====
+Switch Pitch (SP) 400 transmissions were available from 1965-'67 in full size Buick, Olds and Cadillac cars. Torque converter diameter is 13".
 ====SP ID====
-The easiest way to identify the SP is by the pan shape. On the SP TH400, there are 3 concave and 1 convex dimples and a 'shoe heel' impression. The shoe heel impression is where the filter picks up fluid and the pickup is shaped just like a shoe heel (see photo above right). Filter is a Wix p/n 51879.
+The easiest way to identify the SP is by the pan shape shown below, right. On the SP 400, there are 3 concave and 1 convex dimples and a 'shoe heel' impression. The shoe heel impression is where the filter picks up fluid and the pickup is shaped just like a shoe heel (see photo above right). Filter is a Wix p/n 51879.
+[[File:Th400SPpan.jpg|right|260px]]<br style="clear:both"/>
-The SP transmission has a two-terminal electrical connector on the driver side of the case. The top terminal is for the SP converter: applying 12VDC to it caused the converter to go to the higher stall setting. Default no-power position is low stall.
+The SP transmission has a two-terminal electrical connector on the driver side of the case. The top terminal is for the SP converter: applying 12 VDC to it caused the converter to go to the higher stall setting. The default no-power position is low stall.
-The lower terminal is for the kickdown solenoid.
+The lower terminal is for the kickdown solenoid. It's operated from the gas pedal or from a switch at the throttle arm of the carburetor.
-*[http://web.archive.org/web/20070807215149/http://www.buickperformance.com/switchpitch.htm Switch Pitch info]
+*[http://www.buickperformanceclub.com/SPTrans.htm Buick Switch Pitch Transmissions]
+*[http://www.buickperformanceclub.com/switchpitch.htm Itching for a Switch Pitch Transmission]
-====Converting TH400 to SP====
+====Converting T-400 to SP====
-The SP pump, solenoid and converter can be retrofitted into the early TH400 case. The correct case for this will have a slightly different casting w/a drilled hole present. Later TH400 cases lack this, so the swap isn't possible.
+The SP pump, solenoid and converter can be retrofitted into the early T-400 case. The correct case for this will have a slightly different casting w/a drilled hole present. Later T-400 cases lack this, so the swap isn't possible.
-===TH400 model ID codes===
+===T-400 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]''' (no info on Oldsmobile applications).
 ==Four speed automatic==
-===TH2004R===
+===2004R===
-The TH2004R transmission is the same length as a 6 inch tail housing TH350 transmission. The TH2004R requires a TV cable hook up at the EFI or carb with the correct geometry for correct operation.
+The 2004R transmission is the same length as a 6 inch tail housing T-350 transmission. The 2004R requires a TV cable hook up at the EFI or carb with the correct geometry for correct operation.
+[[File:1984_THM200R4_Pic_1B.jpg|none|frame|2004R removed from a 1984 Delta 88 (GM B body).]]
-===TH700R4 (4L60)===
+Many 2004R uses a dual pattern bell housing and a 4-way connector.  If you are not using the ECM/TCM unit, then there are aftermarket kits sold that will operate the locking converter.  Unlike the T-200 which could be a locking or non-locking torque converter, all 2004R transmissions used a locking converter.
+In custom/non original applications, an [https://www.summitracing.com/parts/aww-500412/overview/ inexpensive lock up kit] will simplify installation, the instructions in the kit are reported as being vague, so further research may be needed.
+===700R4 (4L60)===
 ===4L60E===
-L60E is an electronic shifted and pressure controlled version of the 700R4 / 4L60 transmission.
+L60E is an electronic shifted and pressure controlled version of the 700R4/4L60 transmission. Introduced 1993 with the GM truck lineup (GMT400 trucks, G-series vans, M/L van (Astro/Safari), and GMT325 (S-series including the 1993 Typhoon).
+*Early 4L60E resembles the non-electronic 4L60/700R4 but does not have a governor assembly; RH side of transmission case has a green plug which is the main electrical connector.
+*1995-'97 production 4L60E has a PWM solenoid added to the valvebody - produced until 1997.
+**Some 1996-'97 GMT400s will have the early 4L60E with some overlap since the second design was initially used with the Vortec 4.3L which had a redesigned oil pan that bolts to the transmission bellhousing.
+Second design 4L60E introduced in 1996. First use was with 1996+ Vortec 4.3L used with the GM truck/van line. Produced until the 2005 model year when the S-series was phased out.
+*Has a removable bellhousing.
+*Tailhousing has six bolts.
+Third design 4L60E introduced in 1997. Replaced the second design where this variant is known as the LSx 4L60E (includes the 4L65 and 4L70).*First used with the fifth generation (C5) Corvette behind the LS1.
+*Has a 7 bolt bellhousing and longer input shaft.
+*When used with the 4.3L the crankshaft pilot was deepened to 1.410" - this also included a redesigned flexplate.
 ===4L80E===
@@ Line 1,481: / Line 1,581: @@
 ==Cooler lines==
-{{Note1}}All except TH200C and TH2004R- which are opposite.
+{{Note1}}All except T-200C and 2004R- which are opposite.
 *Top line of the transmission = in '''''from''''' the cooler
 *Bottom line of the transmission = out '''''to''''' the cooler
-===TH350 adapters===
+===T-350 adapters===
-GM uses an adapter which threads into the case cooler ports and is sealed with a washer. The adapter converts the thread to inverted flare for hard line usage. The cooler ports on the TH350 are usually a female 1/4"-18 NPSM (National Pipe Straight Mechanical (NPSM)) and use a metal washer/seal. The NPSM threads will fit a NPT (tapered) fitting, but if a tapered fitting is to be used, be careful to not over tighten it.
+GM uses an adapter which threads into the case cooler ports and is sealed with a washer. The adapter converts the thread to inverted flare for hard line usage. The cooler ports on the T-350 are usually a female 1/4"-18 NPSM (National Pipe Straight Mechanical (NPSM)) and use a metal washer/seal. The NPSM threads will fit a NPT (tapered) fitting, but if a tapered fitting is to be used, be careful to not over tighten it.
-===TH350 fitting torque values===
+===T-350 fitting torque values===
 *Straight pipe fitting- 20 ft/lb
 *Tapered pipe fitting- 15 ft/lb
-===TH400 fitting torque values===
+===T-400 fitting torque values===
-*TH400 is 28 ft/lb.
+*T-400 is 28 ft/lb.
 ==Bellhousing bolt patterns==
-The following is a list of GM bellhousing patterns. This section is based on wiki article [http://en.wikipedia.org/wiki/List_of_GM_bellhousing_patterns List of GM bellhousing patterns].
+The following is a list of GM bellhousing patterns. This section is based on wiki article [http://en.wikipedia.org/wiki/List_of_GM_bellhousing_patterns List of GM bellhousing patterns]. Not pictured are the bellhousing patterns used with non-GM engines e.g. Rolls-Royce, Jaguar, and AMC/Jeep.
 ===Chevrolet pattern===
@@ Line 1,504: / Line 1,608: @@
 * GM 90° V6 (200/229/4.3L)
 * GM [http://en.wikipedia.org/wiki/GM_Iron_Duke_engine Iron Duke] RWD inline 4 (early RWD variants, later versions may use a FWD pattern, and have two possible starter locations)
-* Jeep with GM Iron Duke inline 4 2.5L/151cid (1980-'83). These use a MOPAR Torqueflite 904 automatic transmission with an integral Chevrolet bellhousing. Do not confuse with later AMC 2.5L engine that uses the GM metric pattern (see below).
+* AMC/Jeep with GM Iron Duke inline 4 2.5L/151cid (1980-'83). These use a MOPAR Torqueflite 904 automatic transmission with an integral Chevrolet bellhousing (found in the Jeep CJ and AMC Eagle including the Concord/Spirit). Do not confuse with later AMC 2.5L engine that uses the GM metric pattern (see below).
-* Chevrolet inline 6 (1963-up)
+* Chevrolet inline 6 (third generation 1962-1990 (Latin America production to 2001)
-* Chevrolet 153 inline 4 (Chevy II, pre-Iron Duke, includes the Vortec 3000/181 industrial/marine crate engine)
+* Chevrolet 153 inline 4 (Chevy II, Opala (GM do Brasil), South African-market GM products, pre-Iron Duke, includes the Vortec 3000/181 industrial/marine crate engine)
-* GM [http://en.wikipedia.org/wiki/GM_Atlas_engine Atlas engine]
+* GM [http://en.wikipedia.org/wiki/GM_Atlas_engine Atlas engine]<br style="clear:both"/>
 ===Buick, Oldsmobile, Pontiac (BOP) V8 pattern===
 [[image:BOP_bell_pattern.jpg|thumb|280px|BOP bolt pattern]]
 * Post-1965 Buick/Oldsmobile/Pontiac RWD V8
 * Buick V8 1967-up
@@ Line 1,519: / Line 1,624: @@
 <br style="clear:both"/>
-===Adapters===
+====Adapters====
 TCI and Trans-Dapt make adapter plates for mounting a BOP transmission to a Chevy engine or vice versa. They are plenty sturdy for all but the most demanding circumstances, and the cost is relatively low.
-[[File:Tci detail.jpg|thumb|300px|left|TCI adapter p/n 230001 for Buick, Cadillac, Oldsmobile, Pontiac engines to Chevy transmissions]]<br style="clear:both"/>[[File:WILCAP ADAPTOR EARLY HEMI TO TH350.jpg|200px|thumb|left|Wilcap adapter on early Hemi for using TH350 transmission]] Wilcap offers an adapter to mount the TH350 tranny to the early Chrysler Hemi (above).<br style="clear:both"/>
+[[File:Tci detail.jpg|thumb|300px|left|TCI adapter p/n 230001 for Buick, Cadillac, Oldsmobile, Pontiac engines to Chevy transmissions]]<br style="clear:both"/>
+[[File:WILCAP ADAPTOR EARLY HEMI TO TH350.jpg|200px|thumb|left|Wilcap adapter on early Hemi for using T-350 transmission]] <br style="clear:both"/>Wilcap offers an adapter to mount the T-350 tranny to the early Chrysler Hemi (above).<br style="clear:both"/>
 ===Uni-bell pattern===
-This photo shows a multi-pattern case. Both the BOP and Chevrolet pattern on the same bellhousing.
+This photo shows a multi-pattern case. Both the BOP and Chevrolet pattern on the same bell housing. First appeared in the mid to late 1960s with the Super Turbine 300. Usage was later widespread with the T-350 (late 1970s - '80s) and a majority of the 200-4R.
 [[image:Multi_pattern_bell.jpg|thumb|left|300px|Uni-bell pattern]]
 <br style="clear:both"/>
@@ Line 1,531: / Line 1,639: @@
 [[File:GM 60deg V6 bellhousing.JPG|thumb|200px|GM 60 degree pattern]]
 The GM metric pattern is also called the GM ''small corporate pattern'' and the ''S10 pattern''. This pattern has a distinctive odd-sided hexagonal shape. Rear wheel drive applications have the starter mounted on the passenger side of the block. The 2.2L S10/Sonoma had the starter located in the same position as front wheel drive cars. A rear wheel drive bellhousing is displayed at right.
-* GM [http://en.wikipedia.org/wiki/GM_60-Degree_V6_engine 60 degree V6] 2.8/3.1/3.4/3.5/3.9L V6 (also used by AMC)
+* GM [http://en.wikipedia.org/wiki/GM_60-Degree_V6_engine 60 degree V6] 2.8/3.1/3.4/3.5/3.9L V6 (also used by AMC/Jeep 1984-'86 for the Jeep Cherokee/Comanche XJ and MJ, when optioned with the 2.8L)
 * [http://en.wikipedia.org/wiki/Buick_V6_engine Buick V6] 3300/3800 V6
 * Cadillac [http://en.wikipedia.org/wiki/Cadillac_V8_engine#HT-4100 4.1/4.5/4.9L V8]
@@ Line 1,537: / Line 1,645: @@
 * GM [http://en.wikipedia.org/wiki/GM_Iron_Duke_engine Iron Duke]/Tech-4 2.5L inline 4
 * GM [http://en.wikipedia.org/wiki/GM_122_engine "122"] 1.8/2.0/2.2L inline 4
-* AMC/[http://en.wikipedia.org/wiki/Chrysler_2.2_%26_2.5_engine#2.5 Chrysler 2.5L inline 4] engine found in Jeep Cherokee, Comanche, Wagoneer, CJ, Wrangler, and Dodge Dakota
+* AMC/[http://en.wikipedia.org/wiki/Chrysler_2.2_%26_2.5_engine#2.5 Chrysler 2.5L inline 4] engine (1984-2002) found in Jeep Cherokee, Comanche, Wagoneer, CJ, 1984-86 DJ-5 (Postal Jeep used by the USPS), Wrangler, and Dodge Dakota (1996-02)
 * GM [http://en.wikipedia.org/wiki/GM_LS_engine#5.3_L_2 5.3L LS4] V8
 * GM [http://en.wikipedia.org/wiki/Northstar_engine_series#LX5_.28Shortstar.29 3.5L LX5 V6] "Shortstar"
@@ Line 1,575: / Line 1,683: @@
 ==Speedometer==
-===TH350, TH400, manual speedometer gear ID===
-*[http://www.teufert.net/trans/speedo.htm Speedometer colors/tooth count]
+===T-350, T-400, manual speedometer gear ===
+*[http://www.tciauto.com/tc/speedometer-gear-calculator/ Speedometer gear info and calculator]
 *[http://www.teufert.net/trans/speedo-gears.htm Speedometer gear usage chart]
 ==Fastener threads==
-LX engine tranny to block bolts are metric: M10 x 1.5.
+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 700R4 and 4L80E came out.
+T-350 and T-400 transmission mount, speedometer, and solenoid bolts went metric about 1978. All other bolts were SAE to the end of production.
-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.
+T-200C, 2004R, 700R4, and later transmissions used metric fasteners.
-TH350 and TH400 transmission mount, speedometer, and solenoid bolts went metric about 1978. All other bolts were SAE to the end of production.
+LX engine transmission to block bolts are metric: M10 x 1.5. Also includes 2001-'02 SBC used in the Chevrolet Express/GMC Savana (crate motors including those for marine/industrial retain the use of SAE bolts).
-TH200C, TH2004R, TH700R4, and later transmissions used metric fasteners.
+==Case fluid plugs==
+*[http://www.epcoproducts.com/magplugs.html EPCO Zero-Leak Gold plugs]
 ==Resources==
@@ Line 1,599: / Line 1,713: @@
 *[[Transmission identification]]
 *[[Transmission lube]]
+*[[Torque converter]]
 <br><br>
 [[Category:Transmission]]
 [[Category:Identification and decoding]]
-[[Category:Good articles]]
 [[Category:GM]]
-{{develop1}}

General Motors transmissions

Latest revision as of 20:22, 22 March 2024

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