GM TH Automatic Transmission
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The TH is an automatic shift, three-speed transmission. It is widely considered to be one of the greatest of automatic transmissions ever built.
The TH transmission was introduced in the model year as the successor to the GM Powerglide automatic transmission. Jointly developed by Chevy and Buick, it is also referred to as the CBC (Chevrolet-Buick Combined) The Turbo quickly become known for its strength, versatility and compactness.
The HydraMatic transmission was prevalent in nearly all GM, rear-wheel-drive cars and trucks through It was typically paired with Small Block V6 & V8 engines. It was phased out of use and superceded by GM's R4 starting in
The Turbo is the shortest and one of the strongest automatics that can be put into a Jeep.
The transmission is /4" long and its one-piece case is cast of aluminum alloy. It features an integral bellhousing. The TH weighs lbs. It has a distinctive oil pan that is chamfered at the passenger side, rear corner. At the right rear of the case is the modulator.
The THC was the lockup torque converter version introduced in the late model year, and was produced through This later version had an electronic lock-up converter to increase fuel-efficiency at cruising speeds. The THC lockup version can be identified by an electrical plug on the left side of the transmission. When paired with an aftermarket TCC control unit, these can be desirable transmissions, and up to 10% more efficient at cruising speeds.
The conventional TH had part codes of M33, M38 & M The THC had codes of MV4, MX2, MX3 & MX5.
There were downsized derivatives of the TH, designated TH, THC, TH, THC & TH; a beefed up Buick version.
The two-wheel-drive TH works very well when converted for use with a Jeep transfer case.
Image courtesy of Raptor.
The HydraMatic may vary in clutch pack and band specifications. As a general rule, transmissions found behind larger engines will have stronger specs. If your Turbo came from behind a lighter duty motor, don’t worry. These transmission can be affordably rebuilt with stronger components in nearly every area. Additionally, shift improver kits are available to provide firmer, quicker shifts, reducing slippage, heat and clutch wear. There are also many styles of torque converter to better configure the transmission for optimal use in the particular vehicle's circumstances.
Transfer Case Adaptability
A turn-key TH, professionally built, OEM style or adapted and delivered to your door - ready for a variety of engines and Jeep transfer cases. Read more
This transmission makes an excellent conversion transmission due to its adaptability into most Jeeps. Both 2wd and 4wd versions of the can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly.
2wd transmissions feature conical shaped tailhousings and an output yoke, which are replaced with a typically shorter 4wd style output shaft (most often included with our adapter assemblies) of varying lengths and spline counts, depending on the application. The HydraMatic can be adapted to the popular Jeep (and many IH) transfer cases, including the:
Essentially all factory GM 4wd applications available with an OEM configured TH have adapters and transfer cases that are prohibitively long for a Jeep, and transfer cases whose sizes, strength and gearing fall short of desirable for most Jeep applications.
Engine Compatibility and Adaptability
The front face TH is natively compatible with either the Chevrolet 90 degree “Small Block” & “Big Block” patterned engines, including the V6, V8, I6 & Iron Duke I4. Another version, the Buick / Oldsmobile / Pontiac (BOP) TH will be compatible with the Buick 90 degree V6 & V8 engines, and the Olds & Pontiac 90 degree V8. This “BOP” version features a “valley” at the twelve o’clock position of the block flange where the peak would be on the Chevy (pictured) version.
The top dog of cool TH transmissions is the THC Unicase version, featuring both a Chevy / BOP pattern and a lockup torque converter. Note the letter "C" cast into its front face adjacent to the pump bore.
These differences only affect the front bell of the case, and all TH cases are similar from that point back. Note that there are dual-pattern “uni-cases” compatible with both the Chevy and BOP style engine blocks.
The TH can be made compatible with a variety of AMC I6 & V8 engines. See our Kit #AMC for details. This kit can help make for a good Jeep powertrain.
Ron Sessions' book, Turbo Hydra-Matic Handbook, ISBN , is a great read and will bring the reader a level of detail on the history, rebuilding and improvements one can make to these great gearboxes.
TH Transmission Identification, Decoding and Super-Tuning
The TH (Turbo-Hydramatic) transmission identification, decoding, and super-tuning are what sets it apart from other transmissions. Its identification, for instance, helps you to differentiate this one-piece unit from other transmissions launched by General Motors.
And the super-tuning of this unit ensures that you can improve its performance to be a ride worth taking on fast and hard spins. Now this and many more are what weve outlined below. Therefore, work with us lets show you all you need to know about this unit.
The TH transmission is a three-speed automatic transmission launched by General Motors in vehicles from It can also be said this model was created as a collaboration between Chevrolet and Buick, where the transmission was made to be compact, strong, and versatile.
On the other hand, the TH was to serve as a replacement to the Powerglide transmission, which is a two-speed automatic transmission. Cars that used the TH transmission include those from the late s, as well as some GM all rear-wheel-drive vehicles launched in
The transmission model was used in these cars until the early s when the R4 transmission was launched. That being said, chances that youre using a GM vehicle with the TH transmission are high if the car is a model launched around these years.
TH Transmission Identification
The TH transmission is /4 long and its body is made of aluminum alloy. The unit comes with a bell housing and weighs lbs. Here is a list of steps that will help you to identify the TH transmission:
1. Set Up the Wheel Chocks
Adjust the wheel chocks at the back of the tires to ensure that the vehicle is firmly rooted to the ground. Use your jack to lift the vehicle slightly while also ensuring that the jack sits securely beneath the frame rails.
You can then lower the car onto the stands. Slide beneath the vehicle and find the transmission. This transmission is mostly stationed at the rear-wheel of cars hence, its location may be the same in yours.
2. Count the Number of Bolts
Ascertain the number of bolts that are secured to the transmission oil pan. And if the number of bolts is around 13, then it means the unit is either a TH or TH On the other hand, the transmission oil pan is usually bolted to the transmission bottom.
However, you can tell if it is a TH or TH depending on the transmission oil pans shape. If the pan is square in shape and looks five-sided due to a cut in one corner, then you are dealing with the TH
3. Check the Length of the Transmission
It is also important to measure the length of the transmission. This measurement should be taken from the front and from where it bolts to the back of the engine to the transmissions end that links the tailshaft housing.
On the other hand, theres no need to measure the tailshaft housing and this is an adapter with a cone-shape design. It is worth noting that the length may range from 22 ¼ to 22 ¾ inches if it is the TH transmission.
4. Find the Vacuum Modulator
The next step is to find the vacuum modulator. This modulator has been stationed at the transmissions side and there may be a rubber vacuum line connected to it. Youll know its the TH if you have the fitting attached to the right frontal side of the transmission. However, it is the TH if this fitting is at the transmissions front-rear side.
5. Check the Connection
Theres a cable that may be connected to the transmissions side and next to the location of the shifter linkage. In this case, you are to ascertain if the cable is connected to the engine. The cable is a kick-down cable and the TH has this cable whereas the TH does not have this feature.
One more thing you can fall back on to identify the TH is the stampings placed on the transmissions side. The part codes that may be evident include the M33, M38 & M39 and these codes were for the conventional TH
On the contrary, the THC, a variant of the TH that has a lock-up torque converter had codes including MV4, MX2, MX3 & MX5. Asides from this, other variants of the TH were launched and these are the TH, THC, TH, THC and TH
Super-tuning the TH transmission involves modifying the stock transmission to ensure it is suited for street or strip use. The stock transmission may be able to withstand the impact but only to a certain degree, which brings about the need for super tuning to handle high-performance applications.
And using this transmission comes with an advantage since many car enthusiasts believe that out of all GM transmissions, it is the budget high-performance automatic ride. Therefore, you can carry out inexpensive changes to this transmission even without taking it out of the car. Heres what you need to begin:
1. Modifications to Certain Components
Changes in components like the governor alterations, valve body recalibration, and modulator swaps can improve the TH transmission. By improvement, you can expect enhanced shift timing. These modifications can be made without removing the transmission from the car.
Specific upgrades are needed if your transmission will be used in applications that transmit lbs-ft of torque or higher through the transmission. The limit will be dependent on the vehicles gear ratio, weight, driving style, and even traction.
3. Other Minor Upgrades
A TH rebuilt is not complete unless you have a high-performance clutches and even reducing the friction. This setup will enable the transmission to send more power to the wheels, which could also increase durability.
And if youre wondering how youll reduce the units friction, you can start by using needle roller bearings. These bearings can be used at the front planetary pinion carrier as well as the rear planetary ring gear.
The Bottom Line
Now that you know the TH transmission identification, decoding, and super-tuning, you have a better knowledge of your transmission. In the same vein, youre well informed on how to improve it to be more durable and handle street racing. And given that this is a transmission that has stood the test of time, its rebuild will yield even more impressive results.
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Turbo-Hydramatic or Turbo Hydra-Matic is the registered tradename for a family of automatic transmissions developed and produced by General Motors. These transmissions mate a three-element turbinetorque converter to a Simpsonplanetary geartrain, providing three forward speeds plus reverse.
The Turbo-Hydramatic or Turbo Hydra-Matic (THM) series was developed to replace both the original Hydra-Matic models and the BuickDynaflow. In its original incarnation as the Turbo-Hydramatic , it was first used in the model year in Cadillacs. The Buick version, which followed shortly thereafter, was known as the Super-Turbine By , THM units had replaced all of GM's other automatic transmissions including Chevrolet's Powerglide, Buick's Super Turbine , and Oldsmobile's Jetaway. Starting in the early s, the Turbo-Hydramatic was gradually supplanted by four-speed automatics, some of which continue to use the "Hydramatic" trade name.
Although the Turbo Hydra-Matic name alludes to the original Hydra-Matic developed by General Motors' Cadillac division in the late s, the two transmissions were not mechanically related.
Super Turbine / THM / THM / 3L80 / 3L80HD
The THM can be visually identified by an oil pan number four shown at General Motors Transmission Pans. First introduced for the model year under the name "Turbo Hydra-Matic" in Cadillacs and "Super Turbine" in Buicks. The following year, application expanded to Oldsmobile and Pontiac and to some full-sized Chevrolets. Many of the Buick, Cadillac, and Oldsmobile THMs produced between and were equipped with a "Switch-Pitch" torque converter with a variable-pitch stator, which is sought after by collectors and drag racers. These can be identified outside the vehicle (with the torque converter removed) by a narrow front pump spline. Externally the switch pitch version has two electrical connections, where the non-switch pitch THM has only one. GM used a Switch Pitch torque converter in the Buick twin turbine Dynaflow transmission between – and the Super Turbine two speed transmissions used by Oldsmobile, Pontiac (Pontiac's ST didn't have a switch pitch), and Buick divisions between and This transmission (among other THMs) is identified by the "Park R N D L2 L1" selector quadrant. The switch pitch is not the only THM that utilizes an external 2 prong connector. Other units to include the 2 prong connectors had an internal pressure switch that was used to control spark timing retard. All THM units had a 32 spline output shaft with the exception of the THM that used a 27 spline output.
A variant of the THM known as a THM is a THM with a mid length 27 spline output shaft that mates to the smaller THM 27 spline drive shaft yoke. It can be identified by "THM" cast into the tailhousing. Internally the clutch packs originally had fewer friction plates. THMs were found in some Buick Lesabres and Oldsmobile Delta 88s with the liter V Somewhere in the Mid's Chevrolet C10 Pickups could also come equipped with a THM It is a THM Chevrolet bolt pattern case that has a longer 27 spline output shaft and matching extension housing with "TH" cast into the housing. Some "Heavy Duty" THMs were also designated THMB. Another variant is the 3L80HD, often referred to as a Turbo The 3L80HD has a straight-cut planetary gear set. There is no externally visible way to determine whether the transmission contains the straight-cut planetary gear set. The THM front wheel drive transmission shares almost all its internal parts with the THM Checker Motors Corporation Motor Company used the Chevrolet version of the THM for its "A" series taxi and Marathon models until the end of production in
By , the relatively heavy THM was being phased out of usage in passenger cars in response to demand for improved fuel economy. The THM was utilized in the C- and K-series (full-size) Chevrolet/GMC pickups and G-series (full-size) vans until when GM switched over to the 4L80E. Today, the United States ArmyHMMWV is the only vehicle using the THM The civilian Hummer H1 originally had the 3L80s, but the current model has had a 4L80E since the mids.
Through the end of the '70s substantially more CBOP (Cadillac/Buick/Oldsmobile/Pontiac) bellhousing THMs were produced than any other THM Chevrolet bellhousing THMs, while not rare, can be hard to find and are, as a result, usually more expensive to buy (they were commonly found in 3/4 ton ( GVW and above) Chevrolet/GMC trucks and vans (includes the P-series box vans and CUCVs) when RPO M40 was checked off the option list - especially when coupled to a - usually in HD applications including the CC60 medium duty trucks where a bolt-on output shaft is used in place of a slip yoke) - when used with passenger cars it was usually coupled to a Mark IV engine or some high performance small blocks (e.g. the LT-1). The THM was never produced with a multicase bell housing.
Other auto manufacturers have used the THM and its 4L80E successor, including Ferrari (in the /); Jaguar/Daimler (in pre XJ12 and XJ-S coupes and their Daimler stable mates); Rolls-Royce (in – Silver Shadow and Silver Spirit series cars, along with their Bentley stable mates); the Nissan Prince Royal; AM General; and Jeep (usually found in the FSJ pickups and SUVs). Early Jeep THMs used an adapter between the engine and transmission bell housing while later models had an AMC specific housing - which bolted to its inline six and V8. Though identical except for the bell housing pattern used through the '60s and ending in the THM was mated to the Dana model 18,20 and was the only transmission used with the Borg-Warner / all-wheel-drive transfer case used only in Jeeps (AMC/Jeep phased in the used of the Chrysler Torqueflite after until the FSJ platform was phased out), It has been known to adapt a THM to other engines using adapters.
THM transmissions are very popular in automotive competition due to their great strength. Much of this strength comes from the use of a cast iron center support to suspend the transmission's concentric shafts that join the clutch assemblies to the gear train. The center support, which is splined to the interior of the transmission's case, also provides a robust reaction point for first gear (the gear train's reaction carrier is restrained from counter-rotating the engine in first gear by a roller clutch whose inner race is part of the center support). Since the first gear reactive force is evenly distributed around the periphery of the case, the types of mechanical (and some times violent) failures that have plagued other competition transmissions[vague] are rare.
The THM was the first three-speed, Simpson-geared automatic to use overrunning clutches for both first and second gear reaction, a feature that eliminated the need to coordinate the simultaneous release of a band and application of a clutch to make the gear change. Owing to this feature, as well as the use of a large, multi-plate clutch to provide second gear reaction, the THM is able to withstand very high input torque and an enormous number of shifting cycles, as would be encountered in frequent stop-and-go driving. As a result, it has met with considerable success in commercial vehicle applications.
For , GM changed the nomenclature of their Turbo Hydramatic transmissions — the THM was renamed '3L80' (three forward speeds, longitudinal positioning, and an arbitrary strength rating of 80, the second highest such rating assigned). The 3L80HD was introduced in as the HD unit used in passenger trucks. In , a four-speed overdrive version, the 4LE, replaced the THM in Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles. The 4L80E (and its successor 4L85E) was the first Hydramatic to incorporate electronic controls — almost all of the THM/3L80/3L80HD's components are interchangeable.
Transmission fluid cooler line connections are found on the right-hand side of the THM The lower connection is the cooler feed, and the upper connection is the return. The case is tapped for either self-sealing 1/4"NPT fittings, or 1/2"UNF fittings with a washer seal. 5/16" or 3/8" rigid coolant lines are generally connected via appropriate double-flared adapters.
Four-wheel drive truck applications used 3 various shorter output shafts that coupled with a female transfer case input shaft. Early transfer cases mated directly to the THM with a cast-iron adapter, usually a vertical oval shape. Later models used a circular style iron adapter which is generally considered the stronger of the two. The shortest was used with the NP transfer case.
The Turbo Hydra-matic was first used in model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine and aluminum-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 and its , C, C and B derivatives have been manufactured by Buick in its Flint, Michigan plant, and by Chevrolet in Toledo and Parma, Ohio and Windsor, Ontario.
The THM was also regarded as a 'three speed Powerglide' and during its development, was generally called this. Although it uses the same torque converter as the THM (without variable pitch stator) it has a familial resemblance to the aluminum Powerglide from Chevrolet[according to whom?] and was largely derived from the Chevrolet design. An important difference in the THM compared to the THM is that there is no fixed center support midway through the geartrain; this difference in layout would have permitted the THM to be adapted to the Corvair where the drive and driven ends are the same, but this feature was not exploited. Air-cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM appeared mid in the Chevrolet Vega and Nova 6.
One THM weak point was excessive end-play between the pump and center support and resulting wobble of the direct clutch drum due to both the end play and use of a relatively narrow bushing in the drum. This weak point can be addressed by using an extra thrust washer between the planetary gear and direct clutch to remove the end play and using a wider aftermarket bushing in the direct clutch drum.[according to whom?] Another weak point is the relatively thin center support and the lightweight matching splines in the case. This weakness can be addressed by using an inexpensive aftermarket case saver kit.
Four-wheel drive truck applications for the THM used an iron adapter that mated it to the transfer case directly, similar to the THM The THM adapter was cast iron and used a sliding sleeve to couple the transmission output shaft to the transfer case input shaft with a steel coupler sleeve that was splined to accept both shafts and couple them together. An internal snap ring inside the coupler sleeve controlled the sleeve's position on the shafts, with circular seals in the adapter sealing the transmission from the transfer case.
For the model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars; this version is the THMC, which was phased out in in GM passenger cars for the R4. Chevrolet/GMC trucks and vans used the THMC until The lock-up torque converter was unpopular with transmission builders B&M Racing once marketed a conversion kit for THMCs during the early s until the advent of high stall lock-up torque converters when its overdrive counterpart (THMR4/4L60) were modified. The standard TH is still very popular in drag racing.
The THM is a derivative of the THM and was introduced for in Chevrolets as a Powerglide replacement. Internally, the THM is a THM without the intermediate clutch pack and with a band adjuster similar to the Powerglide. The THM was usually coupled to smaller displacement engines - the largest a third generation Chevrolet inline six found in the Nova and Camaro ( and 75 model year only). During the model year the THM was phased out of production, replaced with the lighter duty THM It was later reintroduced in as the THMC in the wake of the failure-prone THM/C - the later C was further lightened with the use of a sun gear shell used with the THM but with 3 holes to reduce rotating mass and the low/reverse piston with 8 cutouts.
After the OPEC oil embargo, GM developed a lighter-duty version of the THM with lightened materials — primarily alloys in place of ferrous materials (e.g. clutch drums and oil pump) — the Turbo-Hydramatic The THM was first used in models including GM's T-cars (which includes the rebadged Isuzu Gemini sold through Buick dealers as the Buick/Opel by Isuzu), X-cars, and some Isuzu automobiles (Chevrolet LUV and Isuzu P'up). However, this transmission was notorious for its failure rate when used behind too large an engine - the largest being the Oldsmobile L diesel. No multicase bellhousings were used - bellhousing patterns included Chevrolet V8, Buick-Oldsmobile-Pontiac, Vega 4, GM 60 degree pattern (includes the Tech IV), and Isuzu G engine.
It was GM's first transmission which used a throttle valve cable (similar in design to the Chrysler Torqueflite part throttle kickdown linkage) controlling the shift points and part throttle kickdown. This setup was later incorporated into the THMR4.
Starting with the model year, vehicles which had the THM/C as standard equipment were optioned with the THMC, which is a THM without the intermediate clutch pack along with an adjustable band similar to the Chevrolet Powerglide. Also in the model year, the THM received a lockup torque converter, and some internal components (primarily the low/reverse clutch drum and planetary gears) were later shared with the Turbo-Hydramatic R. The low/reverse sprag (roller clutch) assembly was also shared with the Chrysler Torqueflite (also 30, 31, 32RH) and its derivatives e.g. the A and 42RE. THM/Cs were produced until
For the model year, the R was introduced. The components which were prone to failure in the THM were improved, and in the later s this transmission was used with high-power applications — primarily the Buick Grand National and the Pontiac Firebird Trans Am Indy Pace cars. The R was configured with several different torque converters depending on the vehicle application.
Unlike the R4, most Rs have a multicase bellhousing for use with Chevrolet, Buick/Olds/Pontiac (BOP), and Cadillac engines. However, Rs share mounting locations with the TH Since the external dimensions are similar to the TH (overall length, drive shaft yoke spline count/diameter and general size), Rs are often swapped in place of THs in older vehicles to provide an overdrive gear. Early models had a "PRND" shift indicator, while later models used "PRN(D)D21," with the left D identified as the overdrive gear by a square or oval ring.
The THMR can be found in the following vehicles:
The THMR was phased out after ; its final usage was in the GM B-body vehicles.
THMR4 / 4L60 / 4L60E / 4L65E / 4L70E
See also: GM 4LE transmission
The four-speed Turbo Hydra-Matic R4 was introduced for the model year for use in Chevrolet/GMC vehicles.
In , the Turbo Hydra-Matic R4 was renamed the 4L60. Under the new designation, the "4" stands for the number of forward gears, the "L" for longitudinal applications (rear-wheel-drive), and the "60" is the strength rating (less than the 4L80). "60" is the relative torque value. For example, 80 is stronger than 60, which is stronger than 40, etc. A 4LE can handle more torque than a 4LE. The "E" denotes electronically controlled shifting. The 4L60 however is hydraulically shifted based on governor pressure and throttle valve (TV) cable position. was the last year of widespread usage of the R4 (4L60). The Camaro, Corvette and Typhoon were equipped with the last production R4. The last design change of the R4 was an added checkball to the valve body. In electronic controls were added, and it became the 4LE. The 4L60E is not easily swapped with the 4L60, as the 4L60E depends on a powertrain control module (PCM) to shift. The 4L60E went into service in trucks, vans, and SUVs in and in all RWD passenger cars (Corvette, F and B/D bodies) in In , an updated version — the 4LE, was introduced. Five-pinion planetaries, along with a strength-improved output shaft, were improved to withstand the +lb·ft (+N·m) of torque of the Vortec engine. The 4L70E transmission is the same as a 4L65E with a speed sensor located in the pump.
R4 / 4L60 / 4L60E / 4L65E / 4L70E / technical description
The Turbo Hydra-Matic R4 can be identified by an oil pan number six shown at General Motors Transmission Pans.
The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20in (51cm) overall. From the engine/trans mating surface to the cross member mount bolt is in (57cm), and engine/trans surface to output shaft housing mating surface is in (cm) overall, with the tail shaft housing typically measuring in (mm). External dimensions are similar to a THM with a 9-inch tailhousing found in Chevrolet/GMC long wheelbase truck/vans and B-bodies (Bel Air, Impala, Caprice).
Transmission fluid cooler lines on the R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are in (mm) pipe thread, and can include an adapter from the factory for threaded steel lines in a SAE size. 4L60Es manufactured after use snap-in connections instead of threaded. The original version of the transmission had a spline input shaft (shared with the THMC and R) which was a common failure point. In , the R4 designed for use behind Chevrolet small block V8s received a spline input shaft similar to those found on TH transmissions and which also used a different torque converter than its V6 and L4 engines. Between and , internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body for s manufactured after October
In , the 4L60E received a PWM-controlled lockup converter. The early designs simple on or off lockup function while the later design can regulate the apply pressure as to not feel the lock up occur. GM added a fifth solenoid to the valve body, called the PWM solenoid. In , GM introduced a redesigned 4L60E transmission case that incorporated a bolt-on bellhousing and a six-bolt tail housing. This two-piece case style was first seen in and up model S Blazer, S pickup, GMC Jimmy, and GMC Sonoma with the L engine. The majority of and later applications of the 4L60E were two-piece cases (i.e. a removable bellhousing). Both transmissions are the same internally. The non-PWM () style 4L60Es are not interchangeable with PWM-style ( and later) 4L60Es. Also in , GM changed the solenoid to a different style which makes it not interchangeable with any previous models. For the model year GM trucks, there were two versions of the 4L60E: one had a bolt-on bellhousing, the other did not. In total, there are nine different bolt-on bellhousings. The bolt-on bellhousings used on the L V6 and GEN I+ versions of the small-block Chevrolet V8 used the same bellhousing. These had one from to and then a slight redesign for The LSx engines used a longer one to accommodate a redesigned torque converter, commonly referred to as a mm converter, with a longer pilot nose (GM sells an adapter assembly for using the LSx 4L60Es when used with an early engine). There are two bellhousings for the Holden GM models. One for the Corvette drivetrain. One for the S/T platform with L and L engines. And finally, two for the S/T platform with the L, L and L engines (one used in and the other from and on).
R4 / 4L60 / 4L60E / 4L65E /4L70E applications
GM Turbo Performance Transmission Level 2
Chevy Level 2 Transmission with Torque Converter
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(Up to ft-lbs Torque)
Converter: 12 High Performance Furnace Brazed
The package includes a Master Overhaul Kit with High Energy Frictions and New Steel Plates. High Flow Filter and Adjustable Modulator. Transgo Shift Kit, Updated High Performance Boost Valve and New Front Band. New Torrington Bearings, Bushing Kit, Thrust Washer Kit and New Low-Reverse Spring & Roller. Hardened Intermediate Race, Custom Machined 5-Clutch Direct Drum Piston and 5-Clutch High Capacity Direct Drum. High Volume Pump Assembly with New Gears, New Chrome Transmission Pan with Drain Plug, New Speedometer Drive Gear and 20, GVW Hayden Transmission Cooler.
Installation Kit: Universal Fill Tube and Stick, Universal Kickdown Cable, Universal Transmission Mount, Universal Converter Cover (Plastic)
CORE CHARGE: $
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*Lokar Steel Braided Throttle Cable Call for Pricing
*Lokar Installation Kit: Lokar Flexible Fill Tube and Stick, Lokar Kickdown Cable and Carburetor Bracket Call For Pricing
All transmissions are custom built by 1 of 5 master techs from start to finish and DYNO tested with converter the equivalent of miles to insure that transmission and converter package are in perfect operating condition before they leave our facility.
All sales are final. No returns or refunds.
|Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft|
|Total Length: 28 with 6 Tail Housing, 2WD Only|
|Total Length: 31 with 9 Tail Housing|
|Distance to trans mount center: /4|
350 turbo transmission hydro
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