TH350 rebuild tech
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==Variations of the T-350 family== | ==Variations of the T-350 family== | ||
| − | There was also a T-350C | + | There was also a T-350C and T-250C version that has a lockup torque converter (TCC). Look for the end of the input shaft to have a smooth polished end with O-ring on it. 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. |
| − | Don't confuse the | + | Don't confuse the T-350C with a T-350 non-lockup tranny with a screwed-in 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. In the case of this switch, you can either leave it in place, unused- or remove it and plug the port. |
Only the larger transmission/converter companies build high stall torque converters for the T-350C because of the low demand for them. | Only the larger transmission/converter companies build high stall torque converters for the T-350C because of the low demand for them. | ||
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| − | The HD applications should also get a heat treated intermediate sprag race. It is darker colored than a stock piece. The intermediate sprag race and intermediate sprag (actually roller clutch) take a brutal amount of force on a 1-2 shift at high rpm. Even more so with harsher shift calibrations. It is the single weakest part of a T-350. This is not to say a T-350 is not tough; they are under-rated and can reliably handle in the 600 HP or lb/ft range based on | + | The HD applications should also get a heat treated intermediate sprag race. It is darker colored than a stock piece. The intermediate sprag race and intermediate sprag (actually roller clutch) take a brutal amount of force on a 1-2 shift at high rpm. Even more so with harsher shift calibrations. It is the single weakest part of a T-350. This is not to say a T-350 is not tough; they are under-rated and can reliably handle in the 600 HP or lb/ft range based on experience. |
[[file:TH350intspragraces.jpg]] | [[file:TH350intspragraces.jpg]] | ||
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An even heavier duty direct drum/sprag assembly is available. It uses a 36 element sprag and a machined drum, it will withstand more torque than a stock unit or one w/just a hardened race. These units can cost upwards of $300.00. | An even heavier duty direct drum/sprag assembly is available. It uses a 36 element sprag and a machined drum, it will withstand more torque than a stock unit or one w/just a hardened race. These units can cost upwards of $300.00. | ||
| − | [[File:ATI direct drum and sprag.jpg|thumb|300px|left|ATI | + | [[File:ATI direct drum and sprag.jpg|thumb|300px|left|ATI T-350 direct clutch drum with HD 36 element sprag]] <br style="clear:both"/> |
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===Forward drum inspection=== | ===Forward drum inspection=== | ||
| − | Forward drum procedures are almost identical. No center seal to worry about on a | + | Forward drum procedures are almost identical. No center seal to worry about on a T-350, it typically already has a 5 clutch pack, except light duty applications. Same 0.700" thickness piston for 5 frictions and steels. Removing the wave plate will cause harsh forward engagement. Reduce clearance of the stack to 0.040". |
Forward clutch pack clearances can be tighter than usual; however it must have some clearance. If too tight it can creep in neutral. | Forward clutch pack clearances can be tighter than usual; however it must have some clearance. If too tight it can creep in neutral. | ||
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