TH350 rebuild tech
| Line 153: | Line 153: | ||
==Direct drum assembly== | ==Direct drum assembly== | ||
| + | |||
For racing and heavy towing use, you will want to machine the direct clutch piston down approximately 0.160" to allow for one extra friction and steel plate for a total of 5 frictions, and 5 steels in the directs. This can be accomplished on a brake lathe. | For racing and heavy towing use, you will want to machine the direct clutch piston down approximately 0.160" to allow for one extra friction and steel plate for a total of 5 frictions, and 5 steels in the directs. This can be accomplished on a brake lathe. | ||
| Line 159: | Line 160: | ||
If the piston is too low, the bottom flat steel plate can drop below the grooves in the drum and bind up the piston. You can leave out center cushion seal if dual feed is used. | If the piston is too low, the bottom flat steel plate can drop below the grooves in the drum and bind up the piston. You can leave out center cushion seal if dual feed is used. | ||
| − | [[ | + | |
| + | [[File:T-350_direct_piston.jpg|thumb|300px|left|T-350 direct clutch drum pistons, piston on left cut for 5 friction use]] <br style="clear:both"/> | ||
| + | |||
| Line 183: | Line 186: | ||
| − | [[ | + | [[File:T-350_drum_sprag_assembled.jpg|thumb|300px|left|T-350 direct clutch drum with assembled sprag, race, retainer]] <br style="clear:both"/> |
| + | |||
The direct drum should use a wider bushing even on stock rebuilds. Stock is 0.500" a wider 0.750" is available in some bushing kits. Most bushing kits include the wide one. There is a lot of load on this bushing, and it should ALWAYS be replaced on overhaul. | The direct drum should use a wider bushing even on stock rebuilds. Stock is 0.500" a wider 0.750" is available in some bushing kits. Most bushing kits include the wide one. There is a lot of load on this bushing, and it should ALWAYS be replaced on overhaul. | ||
| − | [[File:TH350directbushings1.jpg|thumb| | + | [[File:TH350directbushings1.jpg|thumb|300px|left|The direct drum should use a wider bushing even on stock rebuilds.]] <br style="clear:both"/> |
Also check the inside bore of the drum for wear from the sealing rings. A small amount of wear can be honed out. Visual shiny spots with no detectable wear are OK. | Also check the inside bore of the drum for wear from the sealing rings. A small amount of wear can be honed out. Visual shiny spots with no detectable wear are OK. | ||
| − | [[File: | + | [[File:T-350_direct_drum_bushing.jpg|thumb|300px|left|Direct drum with wide bushing, piston , springs, retainer installed]] <br style="clear:both"/> |
Next you will install the direct piston lip seals, and install the piston in the drum. Take note of the orientation of the seals, the lip will face towards the "oil" side of the piston, not the clutch side. | Next you will install the direct piston lip seals, and install the piston in the drum. Take note of the orientation of the seals, the lip will face towards the "oil" side of the piston, not the clutch side. | ||
| − | This is a high performance T-350 and | + | This is a high performance T-350 and no lip seal in the drum that would separate the two halves of the direct piston. |
| − | [[File:TH350directpistonseals1.jpg|thumb| | + | [[File:TH350directpistonseals1.jpg|thumb|300px|left]] <br style="clear:both"/> |
==Dual feeding== | ==Dual feeding== | ||
Your Privacy Choices