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The Chevy 350 is a V8 engine that was introduced in 1967 and used in a wide variety of General Motors vehicles. It was also used in the Chevrolet Camaro and Pontiac Firebird. The engine was originally designed as a replacement for the Chevy 327, which was a popular engine in the 1960s.
The 350 was a popular engine because it was powerful and reliable. The engine was also affordable, which made it a popular choice for many car owners. The engine was produced until 2003, when it was replaced by the Chevy LS1.
Exhibits excellent low temperature performance. Meets GM specification 9985648 and Chrysler specification Ms-9224. Suitable for use in GM manual transaxles and transmissions requiring GM part no. 12345349 or 12345577.
Suitable for use in Chrysler transaxles and transmissions requiring part no. 4874464.
The Pennzoil synchromesh fluid made all the difference in the world in my Tremec. It has the old synchronizers that are all brass with no internal friction surface. That makes it essential for the oil to have some “sticky” properties to make them work properly.
The original all brass is from a Ford top loader tranny from the ’60’s. The newer synchronizers have a carbon fiber friction surface internally. I had ATF in there and it didn’t work for shifting; too slick.
Geo Metro 1994 Xfi 5spd manual: I have been reading on the internet that the syncromesh pennzoil is the official replacement for gear oil. Mostly, from actual users, have seen good results when using the sycromesh pennzoil.
I have been having trouble shifting smoothly into reverse, so I decided to give the recommended oil a try. Drain trans oil and about 2 qts came out. It smelled nasty which makes me thinks previous owner used gear oil but it was clear and no chuncks came out.
I was curious because geo metro owners’ in the internet said that I need 2. 5 qts of syncromesh. I unplugged all three holes. Filled syncromesh through clutch cable bracket small hole. I filled about 2 qts & 10 oz because owner’s manual state’s that you must stop when oil comes out of the side hole.
Shifts better into reverse and the rest compared to gear oil. I highly recommend using Pennzoil syncromesh.
Designed to replace a multitude of MTF with a midweight formula. Don’t need 75w-90 in an old trans, that’s GEAR OIL. Newer manual trans actually take super-thin MTF from the factory. as thin as ATF even thinner like Pentosin PSF.
Don’t listen to bonehead tuner shops who thin 75w-90 goes in manual trans it does not, it will be stiff and stupid. Only worse move is actual 75w-90 GEAR OIL GL-5 spec. You want standalone GL-4 without friction modifiers, midweight from 10 to 12cSt not 15cSt 90 weight.
Synchromesh is a highly engineered MTF GL-4 not a combo compromise GL-4/5 GEAR OIL. A big yes for European cars and for Asian too. Also great for old American MT that don’t need a 90 weight with the better additives and sheer-proof base oils.
The only MTF I would use over this is Redline, but I would still get the midweight 75w-80 or 85 if the engine is modded. Perfect to upgrade thin oem MTF to handle more power and run quieter.
Although not quite the heavy-duty performer as its big brother, the Turbo 400, the Turbo 350 transmission is a fine, durable, capable, and when modified, stout performer in its own right. Millions of GM cars and trucks have been built with Turbo 350 automatic transmissions.
There always comes a time when the old transmission shows signs of wear. At some point, even the best transmissions need to be rebuilt. In GM Turbo 350 Transmissions: How to Rebuild & Modify, respected automotive technical author Cliff Ruggles guides you through the complex rebuild procedure of GM’s popular rear-wheel-drive automatic transmission.
With his proven style, Ruggles goes through the step-by-step rebuild and performance upgrade procedures in a series of full-color photos. He includes instruction on removal and installation, tear-down procedures, parts inspection and replacement, as well as performance mods and shift kit installation.
Time-saving tips are part of every buildup as well. Automatic transmissions are a mystery to most. Even if you end up deciding to have a professional take care of your transmission repair and performance needs, the information contained in this book is crucial to understanding how the power gets from the engine to the road.
Add a copy of GM Turbo 350 Transmissions: How to Rebuild & Modify to your automotive library today.
Informative, but could have been more in depth for anyone really wanting to know exactly what makes the th350 function. Fluid paths, valve body function, pump control, etc, wasnt very detailed. I also found it interesting that a book about modifying a th350 could be published without a single expanded view drawing of the th350 internal components.
SCAT Engine Components FP-350-SFI: Flexplate, 168-Tooth, Internal Balance, Steel, SFI 29. 1, Chevy, Small Block, Big Block, Each – Scat flexplates make excellent upgrades to your stock design. They feature extra-thick steel that’s double-welded to the ring gear for added strength and anodized for corrosion resistance.
Scat flexplates will withstand the extreme power and rpm of today’s engines and are available in SFI-approved or standard applications.
Returned this item. It was real pretty but defective. Rather than flat, this was stamped in a bowl shape. I discovered this after it was installed and the engine was in. The converter bolts were drawing the flexplate forward since the converter snout was bottomed in the crank.
This placed the converter about an 1/8″ too far forward and surely distorted the flexplate/ring gear. This could result in pump bushing and engagement issues plus problems with the starter. I confirmed this after pulling the engine back out and laying the flexplate on a flat surface.
Not supposed to mention brands but I ordered another that was the same brand I replaced, actually cheaper and it fit perfect. I will review it separately.
Its really thick. I dial indicated it and its true. Only wish was that the converter pads were not stamped totally flat. The converter bolt heads took 2 times to cut there way into the steel all the way around the head.
The first time the head only took the paint off the high spots of the concave surface. The metal is thick and im sure its hard to stamp flat. I don’t mind because my engine is around 700 ft/lb torque so I want a thick flexplate so it doesn’t deform.
I used a cheap Autozone flexplate on my truck. It cracked and warped. This flexplate is of by far superior quality. Fit great out of the box and didn’t need to reshim the starter. Has a nice black paint finish.
Would have been nice if it came with new bolts though.
B&M Transkits give you the same high-quality components that are used in all B&M Street and Strip transmissions. They include high performance friction materials, a complete overhaul gasket set, a drain plug kit, and all of the parts necessary to convert your valve body into a full manual/automatic valve body.
These improvements enhance shift feel, while retaining full automatic features. The Transkits come complete with full instructions on how to assemble your transmission to B&M specifications (except BMM-70232 and BMM-70233).
They also include special directions on how to modify your case, pump, and components.
TransCommand is an automatic transmission management computer that delivers functions that no single module can. Many truck owners prefer firmer shifts, especially when hauling large loads. Features Produces smooth, firm, light throttle shifts and solid, decisive heavy load shifts Eliminates excessive clutch slippage Most torque converters even big buck race converters are built up of welded sheet metal.
Under heavy loads, the thin sheet metal can bend and even tear free of the flex plate mounting bolts, and that aint good. Banks Billet Torque converters use a true billet CNC machined cover that can take it.
And unlike most converters that use crimped turbine fins, the Banks unit is 100% furnace brazed. That means not only superior strength and durability, but less leakage around the crimped joints and less wasted horsepower from ATF thats leaking internally.
The Billet Converters torque converter is better matched to the Duramaxs torque curve, stripping nearly a full second from your 0 60 times! Add in the huge torque capacity of the three element TCC assembly, which just wont slip no matter how much torque you generate, and that means longer clutch life and cooler transmission temps.
TransCommand is the quick, efficient cure. The electronic module senses the load and commands the transmission to raise the hydraulic pressure accordingly. Light throttle shifts are smooth and firm, while full throttle or heavy load driving produces solid, decisive shifts.
Excessive clutch slippage is eliminated, extending transmission life. Banks Exhaust Systems are US made, each unit is precisely dyno tuned and shaped to fit selected model and production year vehicle and deliver great increase in torque and horsepower.
Even the polished muffler tip is built with T 304 premium stainless steel. Each exhaust system has an easy bolt on installation and requires no modifications to the vehicle for the installation.
The first time I hooked my 53 foot wedge trailer up to my F350 I could tell that it worked. Then when I had a load on it and started up a mountain and had it kick down I had a warm fuzzy feeling!!! Gale Banke you are the man brother!!.
The B&M ShiftPlus simply recalibrates your transmission’s hydraulic system electronically. The ShiftPlus shift firmness not only makes driving more fun and pleasurable, but slippage and heat are reduced – extending the life of your transmission! Anyone can install a B&M ShiftPlus in minutes with a few simple hand tools.
This new design allows you to improve the transmission’s shifting performance without removing the transmission pan or valve body. The B&M ShiftPlus electronically enhances shift quality and is adjustable.
A simple flip of the switch allows the transmission to operate in the performance mode. Flip it back and you are back to stock! Installs in minutes. Reduces slippage and heat! 50 state emissions legal.
For late model automatic transmission equipped vehicles.
GM TH350/TH40010. 75 inch/11. 5 inch Dual Bolt Circle – Does not fit lock-up converter or clutch converter models – For Big Block applications, use JEGS XHD Converters – Fluid Capacity Chart – Performance Torque Converter – General Application Chart *Advertised Camshaft Duration – Rear Gear Ratio – Engine RPM Range & Compression Ratio – Converter RPM Stall Speeds **Stock to 260Stock to 3.
231000-46008 to 9. 51500 to 1700Stock to 265Stock to 3. 231400-50008 to 9. 51600 to 1800265 to 2803. 00 to 3. 731600-60009. 5 to 10. 52200 to 2400280 to 3003. 55 to 4. 562000-65009. 5 to 11.
Torque converter is awesome. Got it in today however Jegs in the product details it would really be helpful to specify what thread the mounting ears are. I discovered they require a 3/8-16 bolt. You only list the 10.
75” bolt pattern. That’s why I rated four stars plus there was so much paint build up on the threads. Better quality control and item description/details is a must and btw at Jegs. com your recommendations for items needed only showed bolts that are 3/8-24.
If your gonna sell a torque converter, sell the correct bolts it requires!.
Have this behind a 350 turbo and a 355 with a Lunati Voodoo Hyd roller cam and Edelbrock Aluminum heads. A 3. 42 posi rear in my wife’s 81 Z28 Camaro. it works flawlessly. I can footbrake it right to 2500 rpm, and it will idle in gear with no struggle.
Step into it at about 20-30 mph and it lights up the tires! Great value for a good converter! I highly recommend it!.
If your thinking about buying a converter, to stop your truck from shaking, and actually get it into the powerband, this is the one to get. Should’ve bought it a year ago. Only raised rpm 200 cruising 60mph.
Introduced in the early 1980’s, the T-5 has become a highly evolved, extremely compact and versatile 5-speed. In its rich history, the T-5 has been installed as original equipment in a variety of vehicles, from pick-up trucks and SUV’s to the fun to drive 5.
0 Mustang. Today, the T-5 still enjoys life as an original equipment unit in several overseas applications, while continuing to gain popularity in hot rod and performance markets. Dollar-for-dollar, pound-for-pound, the T-5 is the smoothest-shifting, and most reliable manual transmission for moderate horsepower applications.
Easily accepting up to 300 lb-ft of torque, the TREMEC T-5 is not only durable, but offers easy operation and a deep overdrive making any hot rod, street car, or kit car more enjoyable to drive. Our most compact transmission.
300 lb-ft. of torque capacity. Extremely lightweight; just 75 lbs. dry! Ideal for moderate horsepower builds where space is limited. Excellent drivability with light shift effort, smooth shift quality.
10 spline input / 28 spline output. Exceptional fuel savings with 0. 63:1 overdrive. Gear Ratio 1st – 2. 95, 2nd – 1. 94, 3rd – 1. 34, 4th – 1. 00, 5th – 0. 63, Rev – 2. 76. A favorite of many weekend cruisers, street-rodders, and kit car enthusiasts.
This is my second tremec transmission. Both are behind 289 Studebaker engines. The TKO 600 is way more than I need but it works well and the shifts are crisp and smooth. The T5 is well suited to the 300 hp engine and also shifts crisp and smooth.
The old warn out T10 side linkage was pretty sloppy. Now it’s like driving a brand new car. T5 is nice. Just don’t put more hp to it than its rated for. Get the TKX. The TKO has been in for 3 years. The T5 for one year.
I bought this transmission to replace the AOD in a ‘88 Mustang. Trans shifts great. I did replace the provided shifter with a Steeda that I also got from Summit. They always have what I need.
I converted my 66 Mustang to this transmission and so far a good decision. very good quality product a perfect fit and operates as expected. Good gear ratio’s.
Product description lakewood transmission adapters are designed for mechanical clutch linkage. They are made from hydro-formed steel that ensures long lasting durability. These adapters allow for easier welding of brackets.
FTI Performance TH400-4UB: Automatic Transmission, Level 4, TH400, Trans-Brake, Chevy Ultrabell, Each – FTI Performance TH400 Level 4 transmissions feature a full manual valve body equipped with a transbrake for the ultimate drag racer.
They make an excellent choice for weekend bracket racers, high-powered street cars, and mud trucks. The transmissions have: a 34-element intermediate sprag, performance clutches and steels, high-flow pump, race-prepped stock case, deep aluminum pan, billet forward clutch hub, heavy-duty intermediate retainer, and a 4-clutch intermediate pack.
Some models are compatible with Ultra Bell bellhousings.
These 6-speed manuals leverage the pervasive TR-6060/Magnum architecture to provide fourth-generation enthusiasts significant performance enhancement and welcome relief from the shrinking pool of quality T-56 replacement parts.
They include a “Goldilocks” shifter location less forward than original Magnum’s, but not as far back as the XL. Magnum-F models are available in close or wide ratio gear patterns and potently built to surpass the most heavily fortified T-56.
Enjoy the same durable componentry and brute strength as today’s hardest-hitting OEM muscle and sports cars with American Powertrain Tremec Magnum-F manual transmissions. Some of the many features and specs:
Increased face width on all gears. Robust combination of double- and triple-cone synchronizers. Enhanced webbing in the main case. Provisions for a cooler circuit. XL-inspired isolator-type shifter to reduce cabin noise and vibration (also provides typical Magnum precise and communicative shift feel).
FTI Performance TH400-4: Automatic Transmission, Level 4, TH400, Reverse Shift, Trans-Brake, Chevy, Each – FTI Performance TH400 Level 4 transmissions feature a full manual valve body equipped with a transbrake for the ultimate drag racer.
They make an excellent choice for weekend bracket racers, high-powered street cars, and mud trucks. The transmissions have: a 34-element intermediate sprag, performance clutches and steels, high-flow pump, race-prepped stock case, deep aluminum pan, billet forward clutch hub, heavy-duty intermediate retainer, and a 4-clutch intermediate pack.
Some models are compatible with Ultra Bell bellhousings.
FTI Performance ESR6082: Torque Converter, ESR Series, 9. 50 in. Diameter, 3,400 to 3,600 rpm Flash Stall, TH350, TH400, Each – FTI Performance ESR Series torque converters are designed for mildly modified vehicles.
They’re built using Torrington bearings, race-prepped sprague hardened impeller hub, hardened turbine hub and splines, a new steel pilot, and laser-cut mounting ring. These units are available in a variety of sizes, advertised flash stall ratings, and numerous other options.
Order the torque converter recommended for your transmission application.
Using this converter in an 87 s10 383 236 @. 050, th350, 3. 42 rear gear. It cruiese and drives perfect. Matte the pedal and it’s a total animal. Seems to be best of both worlds. Been in for 3 years.
TCI Trans ate itself after 1k miles. Will buy this exact converter again.
This converter offers good performance in my rock buggy. My setup includes a 6. 0L LS, TH400, 4sp Atlas t-case w/ 1:1, 2:1, 2. 72:1, 5. 44:1 ratios and 5. 38:1 axle ratio. The acceleration is nice. It does not pull through the brakes at idle in low range.
My Derale 25 row Hyper-cool trans fluid cooler is sufficient to keep temperatures in check. I recommend this converter for the price and performance.
A little looser than I had anticipated. I see FTI has recently changed the advertised stall on all this line of converters bumping them all up by 200 rpm. Mine drops back to 4400 on the shifts at WOT.
Blueprint 383, TH350, shifting at 5700. C10 is very quick with this converter.
The Chevy 350 is a workhorse of an engine, known for its durability and longevity. It’s no surprise, then, that the transmission is just as tough. The 350 transmission is a tough, reliable unit that can take a lot of abuse.
However, like any other transmission, it will eventually need to be replaced. When that time comes, there are a few things to keep in mind.
First, the Chevy 350 transmission is a large, heavy unit. It’s not something that can be easily replaced by a do-it-yourselfer. Unless you have experience working on transmissions, it’s best to leave this job to a professional.
Second, the 350 transmission is a complex piece of machinery. There are a lot of small parts that all need to work together in order for the transmission to function properly. This means that there is a greater potential for something to go wrong during the replacement process.
Again, it’s best to leave this job to a professional.
Third, the 350 transmission is expensive. A new transmission can cost several thousand dollars. This is not a job that should be undertaken lightly. Make sure you have the money saved up before you begin the replacement process.
Fourth, the 350 transmission is not a bolt-on replacement. In other words, you can’t just take out the old transmission and bolt in a new one. The transmission is bolted to the engine, and the engine is bolted to the frame.
This means that the entire drivetrain needs to be removed in order to replace the transmission. This is a big job, and it’s best left to a professional.
Finally, the 350 transmission is a very important part of your truck. It’s what makes it possible for your truck to move. Without a properly functioning transmission, your truck is nothing more than a big, heavy paperweight.
This is not a job to be taken lightly.
If your Chevy 350 transmission needs to be replaced, keep these things in mind. It’s best to leave this job to a professional, as it’s a complex and expensive process. However, if you do decide to tackle the job yourself, make sure you have the money saved up and the drivetrain removed before you begin.
