((((Transmission Specs ))))

[1Bad62Pro/Street]

Transmission Length To Mount Gear Ratios
Powerglide 27 9/16” 20 9/16” 1.76, 1.00
Turbo 350 (Short) 27 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 350 (Med) 30 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 350 (Long) 33 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 400 (Short) 28 ½” 26 ¾” 2.48, 1.48, 1.00
Turbo 400 (Long) 34” 28” 2.48, 1.48, 1.00
200 R4 27 ¾” 26 7/8” 2.74, 1.57, 1.00, 0.67
700R4 30 ¾” 22 3/8” 3.06, 1.62, 1.00, 0.70
4L60E 30 ¾” 22 3/8” 3.06, 1.62, 1.00, 0.70
4L80E 31 9/16” 30 11/16” 2.48, 1.48, 1.00, 0.75
C-4 30 ½” 20 ¼” 2.46, 1.46, 1.00
C-6 33 ½” 22 ½” 2.45, 1.46, 1.00
AOD/AODE 30 ¾” 22 ¼” 2.40, 1.46, 1.00, 0.67
4R70W 30 ¾” 22 ¼” 2.84, 1.55, 1.00, 0.70
E4OD/4R100 37 3/8” 29 ½” 2.71, 1.54, 1.00, 0.71
Torqueflight 6 (904) 29” 22 ¼” 2.74, 1.54, 1.00
Torqueflight 8 (727) 34 3/8” 23” 2.45, 1.45, 1.00
46RE/46RH (A518) 37 ½” 24 ½” 2.45, 1.45, 1.00, 0.69

http://www.srbymichael.com/help/Tran...on%20Specs.pdf

Goss' Garage: Trans Talk - YouTube

[87 chevy silverado]

thank might need this in the future

[southside_jon]

Here's a site that has alot of good info I found. Mostlly about swapping in an Over-drive, but he's got alot of good info.
http://www.rowand.net/Shop/Tech/Auto...issionSwap.htm

[1Bad62Pro/Street]

Bump!

http://www.rowand.net/Shop/Tech/Auto...issionSwap.htm

[1Bad62Pro/Street]

TH350 Hard Parts and Information
THM350, TH350, Turbo 350 Transmission Information


The Turbo Hydra-matic 350 was first used in 1969 model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminium-case Powerglide transmissions. So, although it carries the Turbo Hydra-matic name, the Hydra-matic Division of General Motors had little, if anything, to do with its design. The 350 and its 250, 250c, 350c and 375b derivatives have been manufactured by Buick in its Flint, Michigan, plant and by Chevrolet in Toledo and Parma, Ohio, and Windsor, Ontario.

Some would suggest that the THM350 (or Turbo 350 as called by drag racers and car enthusiasts) was based on the earlier Buick Super Turbine 300 - some components interchange between the two. Both Chevrolet and Buick divisions produced the THM350.

It has been rumored that the reason for the THM350's release after the TH400, is that although the THM350 had been in development longer (disputable), it often failed under heavy torque or stress.

The Turbo Hydramatic 350 was also regarded as a 'three speed Powerglide' and during its development, was generally called this; Although it uses a torque converter shared with or based on the THM 400 and Buick Super Turbine type transmissions (sans variable pitch stator) it has a great family resemblance to the 1962-'73 Aluminum Powerglide from Chevrolet and was largely derived from the Chevrolet design. One important difference in the THM 350 compared to the THM 400 is there is no fixed center support midway through the geartrain, this important difference in layout permitted THM 350 to be adapted to the Corvair where the drive and driven ends are the same. This feature was not exploited but Corvair may have eventually used the THM 350 had it remained in production, and Chevrolet was experimenting with mid-engine Corvette designs that might also have used this advantage had they ultimately reached production. Air cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM 350 appeared mid 1972 in Chevrolet Vega and Nova 6.

Around 1980 a lockup torque converter was introduced; this transmission was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lockup torque converter was deemed unpopular with transmission builders - B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high-stall lockup torque converters when its overdrive counterpart (THM700R4/4L60) were modified. The standard TH350 is still very popular in drag racing.

Th350 - Turbo 350 Blow Up

[1Bad62Pro/Street]

Originally Posted by 1Bad62Pro/Street

TH350 Hard Parts and Information
THM350, TH350, Turbo 350 Transmission Information


The Turbo Hydra-matic 350 was first used in 1969 model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminium-case Powerglide transmissions. So, although it carries the Turbo Hydra-matic name, the Hydra-matic Division of General Motors had little, if anything, to do with its design. The 350 and its 250, 250c, 350c and 375b derivatives have been manufactured by Buick in its Flint, Michigan, plant and by Chevrolet in Toledo and Parma, Ohio, and Windsor, Ontario.

Some would suggest that the THM350 (or Turbo 350 as called by drag racers and car enthusiasts) was based on the earlier Buick Super Turbine 300 - some components interchange between the two. Both Chevrolet and Buick divisions produced the THM350.

It has been rumored that the reason for the THM350's release after the TH400, is that although the THM350 had been in development longer (disputable), it often failed under heavy torque or stress.

The Turbo Hydramatic 350 was also regarded as a 'three speed Powerglide' and during its development, was generally called this; Although it uses a torque converter shared with or based on the THM 400 and Buick Super Turbine type transmissions (sans variable pitch stator) it has a great family resemblance to the 1962-'73 Aluminum Powerglide from Chevrolet and was largely derived from the Chevrolet design. One important difference in the THM 350 compared to the THM 400 is there is no fixed center support midway through the geartrain, this important difference in layout permitted THM 350 to be adapted to the Corvair where the drive and driven ends are the same. This feature was not exploited but Corvair may have eventually used the THM 350 had it remained in production, and Chevrolet was experimenting with mid-engine Corvette designs that might also have used this advantage had they ultimately reached production. Air cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM 350 appeared mid 1972 in Chevrolet Vega and Nova 6.

Around 1980 a lockup torque converter was introduced; this transmission was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lockup torque converter was deemed unpopular with transmission builders - B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high-stall lockup torque converters when its overdrive counterpart (THM700R4/4L60) were modified. The standard TH350 is still very popular in drag racing.

Th350 - Turbo 350 Blow Up

The small box's with X's on the pics means they took the pics off of thier website, or the website no longer exist..
I should haved saved them to my PC.
http://www.monstertransmission.com/Tech-Info_ep_42.html

[bwood]

1Bad62Pro/Street is awsome!!!

[1Bad62Pro/Street]

GM TRANSMISSION INFORMATION
(Automatics)

This section covers stock GM transmissions, standard modifications, gear ratios and bolt patterns. The general information provided will apply to most conversions.

TH35O: This GM automatic was commonly found stock in vehicles from 1969 to 1981.
was used in both the 4 WD pickups and 2 WD car applications. These transmissions are identical except when is comes to the output shaft stick out length. The 4 WD transmission used an adapter to bolt this transmission to its stock transfer case. With this adapter removed, the stock output shaft protrudes from the back of the transmission case approximately 1”. On 2 WD vehicles, these transmissions used 3 different bell housings. Lengths of these bell housings are 6”, 9” and 12”. The output shafts lengths correspond with these tail housing lengths. This transmission is one of the most popular choices for engine and transmission conversions due to the overall length of 21-1/2”. The 1st gear ratio is 2.52:1; 2nd 1.52:1 and a 3rd gear ratio of 1:1. When converting with this transmission we recommend that you cut the two tabs as illustrated. This allows for exhaust and fire wall clearance. When using this transmission on Jeeps that have a right hand front driveshaft, the transmission should be offset 1” to the driver side for front
drive shaft clearance.

TH400: This transmission is known as the Heavy Duty version of the TH350. We manufacture a full line of adapters to utilize this transmission. The O.A.L. is 24-1/4” long. It has a 1st gear ratio of 2.48:1; 2nd 1.48:1 and a 3rd gear ratio of 1:1. This transmission is ideal for Full size vehicles because of its strength, however, caution should be used when using this transmission on short wheeled based vehicles due to the overall length .

700R4: This is the first automatic overdrive that GM produced. Introduced in 1982, this transmission is offered in two different bell housing / case designs (60 & 90 degree bolt patterns). The internal components of these 700R4s can be interchanged if necessary. When this transmission was first introduced, it quickly developed a bad reputation for certain weaknesses. In 1987, GM resolved all of the problems that previously existed. In the 1990s, the name of the 700R transmission changed to 4L60. These transmissions are ideal for many conversions because of the 30% overdrive. The overall length of this transmission is 23-3/8”. It has a 1st gear ratio of 3.06:1; 2nd 1.62:1 and 3rd gear ratio of 1:1. When converting using this transmission, Jeeps 1980-86, using this transmission, must offset the drivetrain 1” to the driver side.

4L60E: This transmission is identical to the 700R/4L60 except its an electronically controlled transmission. GM manufactures this transmission in two versions. Both these transmissions use a reluctor ring connected to the GM engine computer for proper shifting points. The first version is a mirror image of the 700R, but it requires a reluctor ring. The second version is found on some of the 1997 & newer vehicles. The case and bell housing are no longer cast together (removable bell housing design). This transmission no longer had the square bolt pattern on the output side, but was equipped with a hex bolt pattern similar to a TH400. This transmission is 21-7/8” long, and is used in both 2 WD & 4 WD vehicles. A new output shaft is required when adapting to these transmissions.

TH400: This transmission is known as the Heavy Duty version of the TH350. The O.A.L. is 24-1/4” long. It has a 1st gear ratio of 2.48:1; 2nd 1.48:1 and a 3rd gear ratio of 1:1. This transmission is ideal for Full size vehicles because of its strength, however, caution should be used when using this transmission on short wheeled based vehicles due to the overall length .

4L80E: This transmission is similar to the TH400 except that its electronically controlled. This transmission does not use a reluctor ring like the 4L60E. The sensor on this transmission is internally located. The tail housing bolt pattern is the same as the TH400, but indexed with a different diameter. There are several lengths of the stock transmission output shaft. You may be required to purchase a new output shaft. Gear ratios are the same as the TH400.

[1Bad62Pro/Street]

http://www.yearone.com/updatedsingle...nfo/muncie.asp

http://www.5speeds.com/muncie.htm
http://www.5speeds.com/muncie2.htm
http://www.5speeds.com/muncie3.htm
New Muncie 4 Speed Transmissions
http://www.5speeds.com/newm22.html

((((Transmission Specs ))))
http://67-72chevytrucks.com/vboard/s...d.php?t=390542

Online engine resources (casting numbers, calculators, etc.)
http://67-72chevytrucks.com/vboard/s...d.php?t=382583

General Chevrolet Transmission Identification
http://www.nastyz28.com/chevy-transm...tification.php

[MashTheGas 72]

Great write up!

[1Bad62Pro/Street]

ALUMINUM POWERGLIDE

Aluminum Powerglide Overhaul Manual
http://cogpro.com/chapters/F-Powerglide/index.htm

GM Powerglide Transmission Schematic and TCS Performance Parts
http://tcsproducts.com/media/1/TCS_P..._Nov2012_1.pdf

[LostMy65]

Originally Posted by 1Bad62Pro/Street

Transmission Length To Mount Gear Ratios
Powerglide 27 9/16” 20 9/16” 1.76, 1.00
Turbo 350 (Short) 27 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 350 (Med) 30 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 350 (Long) 33 11/16” 20 3/16” 2.54, 1.52, 1.00
Turbo 400 (Short) 28 ½” 26 ¾” 2.48, 1.48, 1.00
Turbo 400 (Long) 34” 28” 2.48, 1.48, 1.00
200 R4 27 ¾” 26 7/8” 2.74, 1.57, 1.00, 0.67
700R4 30 ¾” 22 3/8” 3.06, 1.62, 1.00, 0.70
4L60E 30 ¾” 22 3/8” 3.06, 1.62, 1.00, 0.70
4L80E 31 9/16” 30 11/16” 2.48, 1.48, 1.00, 0.75
C-4 30 ½” 20 ¼” 2.46, 1.46, 1.00
C-6 33 ½” 22 ½” 2.45, 1.46, 1.00
AOD/AODE 30 ¾” 22 ¼” 2.40, 1.46, 1.00, 0.67
4R70W 30 ¾” 22 ¼” 2.84, 1.55, 1.00, 0.70
E4OD/4R100 37 3/8” 29 ½” 2.71, 1.54, 1.00, 0.71
Torqueflight 6 (904) 29” 22 ¼” 2.74, 1.54, 1.00
Torqueflight 8 (727) 34 3/8” 23” 2.45, 1.45, 1.00
46RE/46RH (A518) 37 ½” 24 ½” 2.45, 1.45, 1.00, 0.69

http://www.srbymichael.com/help/Tran...on%20Specs.pdf
Goss' Garage: Trans Talk - YouTube

Saved for reference....

[1Bad62Pro/Street]

Originally Posted by Woogeroo

It'd be better if the photos are just saved to the forum here.



-W

I agree!
On my to do list!