Talk:General Motors transmissions
(→TH250C) |
(→TH250C) |
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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 is similar in appearance to the one used with the 700R4 (including the pre-1998 non-LSx 4L60E)- BUT they do not interchange. | 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 is similar in appearance to the one used with the 700R4 (including the pre-1998 non-LSx 4L60E)- BUT they do not interchange. | ||
| − | ====TH250C==== | + | ====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 | + | 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 engines (Chevrolet small block and/or Buick/Oldsmobile/Pontiac V8. |
===General information=== | ===General information=== | ||
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