Turbo 400 Manual Shift

Rebuild Tips for a Turbo 400. The Turbo-Hydramatic 400 (aka TH400) is one of the most popular automatic transmissions of all time, especially among hot-rodders and. How to Tell a Turbo 400 Transmission. The Turbo 400 transmission was first introduced in 1964 to power the larger GM brand cars. It delivered higher horsepower than. In this vid the process of removing the spring from under the front accumulator piston is demonstrated. This modification yields a firmer second to third shift. Turbo-Hydramatic or Turbo Hydra-Matic is the registered tradename for a family of automatic transmissions developed and produced by General Motors.

Hydramatic - Wikipedia, the free encyclopedia. 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 Buick.

Turbo 350 Shift Kit, Full Manual Control: TH350 Transmission, 1969-1981Transmission Parts GM, Chevrolet TH350 Shift Performance Kits. The General Motors Turbo Hydramatic 400 is a 3 speed automatic transmission with a torque convertor. In 1987 the Turbo 400 was renamed the 3L80 and an HD version for.

Dynaflow.[citation needed] In its original incarnation as the Turbo- Hydramatic 4. Cadillacs.[citation needed] The Buick version, which followed shortly thereafter, was known as the Super- Turbine 4.

By 1. 97. 3, THM units had replaced all of GM's other automatic transmissions including Chevrolet's Powerglide, Buick's Super Turbine 3. Oldsmobile's Jetaway.[citation needed] Starting in the early 1. Turbo- Hydramatic was gradually supplanted by four- speed automatics, some of which continue to use the "Hydramatic" trade name.[citation needed]Although the Turbo Hydra- Matic name alludes to the original Hydra- Matic developed by General Motors' Cadillac division in the late 1. Super Turbine 4. 00 / THM4. THM3. 75 / 3. L8. L8. 0HD[edit]. Turbo- Hydramatic 4.

Transmission. The THM4. General Motors Transmission Pans. First introduced for the 1. Turbo Hydra- Matic" in Cadillacs and "Super Turbine" in Buicks.[citation needed] The following year, application expanded to Oldsmobile and Pontiac and to some full- sized Chevrolets.[citation needed] Many of the Buick, Cadillac, and Oldsmobile THM4.

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Switch- Pitch" torque converter with a variable- pitch stator, which is sought after by collectors and drag racers.[citation needed] These can be identified outside the vehicle (with the torque converter removed) by a narrow front pump spline.[citation needed] Externally the switch pitch version has two electrical connections, where the non- switch pitch THM4. GM used a Switch Pitch torque converter in the Buick twin turbine Dynaflow transmission between 1. Super Turbine 3. 00 two speed transmissions used by Oldsmobile Pontiac, and Buick divisions between 1. This transmission (among other THMs) is identified by the "Park R N D L2 L1" selector quadrant.[citation needed]A variant of the THM4. THM3. 75 is a THM4.

THM3. 50 drive shaft yoke.[citation needed] It can be identified by "3. THM" cast into the tailhousing.[citation needed] Internally the clutch packs originally had fewer[vague] friction plates. Some "Heavy Duty" THM3.

THM3. 75- B.[citation needed] Another variant is the 3. L8. 0HD, often referred to as a Turbo 4. The 3. L8. 0HD has a straight- cut planetary gear set.[citation needed] There is no externally visible way to determine whether the transmission contains the straight- cut planetary gear set.[citation needed] The THM4. THM4. 00.[citation needed]Checker Motors Corporation Motor Company used the Chevrolet version of the THM4. A" series taxi and Marathon models until the end of production in 1. By 1. 98. 0, the relatively heavy THM4. The THM 4. 00 was utilized in the C- and K- series (full- size) Chevrolet/GMC pickups and G- series (full- size) vans until 1.

New full manual valve body from TCI® allows for quicker, more positive shifting & includes engine braking to assist with deceleration in rock crawlers & 4x4 vehicles. Check out how to recalibrate a Turbo 400 governor to raise full-throttle shift points. Read more only at www.highperformancepontiac.com, the official website for High.

GM switched over to the 4. L8. 0E.[citation needed] Today, the United States Army. HMMWV is the only vehicle using the THM4. The civilian Hummer H1 originally had the 3.

L8. 0s, but the current model has had a 4. L8. 0E since the mid- 1. Through the end of the '7.

CBOP (Cadillac/Buick/Oldsmobile/Pontiac) bellhousing THM4. THM4. 00.[citation needed] Chevrolet bellhousing THM4. The THM4. 00 was never produced with a multicase bell housing.[citation needed]Other auto manufacturers have used the THM4. L8. 0E successor,[citation needed] including Ferrari (in the 4.

Jaguar/Daimler (in pre- 1. XJ1. 2 and XJ- S coupes) and their Daimler stable mates; Rolls- Royce (in 1.

Silver Shadow and 1. 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 THM4. 00s used an adapter between the engine and transmission bell housing while later models had an AMC specific housing.[citation needed] Though identical except for the bell housing pattern used through the '6. THM4. 00 was mated to the Dana model 1. Borg- Warner 1. 30. Jeeps, It has been known to adapt a THM4. THM4. 00 transmissions are very popular in automotive competition due to their great strength.[citation needed] 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.[citation needed] 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).[citation needed] 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.[citation needed]The THM4.

Simpson- geared automatic to use overrunning clutches for both first and second gear reaction,[citation needed] a feature that eliminated the need to coordinate the simultaneous release of a band and application of a clutch to make the 2- 3 gear change.[citation needed] Owing to this feature, as well as the use of a large, multi- plate clutch to provide second gear reaction, the THM4. As a result, it has met with considerable success in commercial vehicle applications.[citation needed]For 1. GM changed the nomenclature of their Turbo Hydramatic transmissions — the THM4. L8. 0' (three forward speeds, longitudinal positioning, and an arbitrary 'strength' of 8. The 3. L8. 0HD was introduced in 1. HD unit used in passenger trucks.[citation needed] In 1. L8. 0- E, replaced the THM4.

Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles. The 4. L8. 0E (and its successor 4. L8. 5E) was the first Hydramatic to incorporate electronic controls — almost all of the THM4. L8. 0/3. L8. 0HD's components are interchangeable.[citation needed]Transmission fluid cooler line connections are found on the right- hand side of the THM4. The lower connection is the cooler feed, and the upper connection is the return.[1] The case is tapped for either self- sealing 1/4"NPT fittings, or 1/2"UNF fittings with a washer seal. Wheel drive truck applications used a shorter output shaft that coupled with a female transfer case input shaft.[citation needed] Early transfer cases mated directly to the THM4. Later models used a circular style iron adapter which is generally considered the stronger of the two.[citation needed]Gear Ratios are: [citation needed]First Gear - 2.

Second Gear - 1. 4. Third Gear - 1. 0. Reverse - 2. 0. 7: 1. The Turbo Hydra- matic 3. It was developed jointly by Buick and Chevrolet to replace the two- speed Super Turbine 3. Powerglide transmissions.[citation needed] 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.[citation needed] The 3. Buick in its Flint, Michigan, plant and by Chevrolet in Toledo and Parma, Ohio, and Windsor, Ontario.[citation needed] Both Chevrolet and Buick divisions produced the THM3.

The THM3. 50 was also regarded as a 'three speed Powerglide' and during its development, was generally called this.[citation needed] Although it uses the same torque converter as the THM4. Aluminum Powerglide from Chevrolet[according to whom?] and was largely derived from the Chevrolet design.[citation needed] One important difference in the THM3. THM4. 00 is there is no fixed center support midway through the geartrain, this important difference in layout permitted THM3. Corvair where the drive and driven ends are the same.[citation needed] This feature was not exploited. Air- cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM3.

Chevrolet Vega and Nova 6.[citation needed]One THM3. 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.[citation needed] This weakness can be addressed by using an inexpensive aftermarket case saver kit.[according to whom?]4- Wheel drive truck applications for the THM3. THM- 3. 50 to the transfer case directly, similar to the THM4. The THM3. 50 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.

Around 1. 98. 0[vague], a lock- up torque converter was introduced; this transmission was phased out in 1. GM passenger cars for the 7. R4. Chevrolet/GMC trucks and vans used the THM3.

C until 1. 98. 6.[citation needed] The lock- up torque converter was unpopular with transmission builders[citation needed] B& M Racing once marketed a conversion kit for THM3. Cs during the early 1.

THM7. 00. R4/4. L6. The standard TH3. The THM2. 50 is a derivative of the THM3. Chevrolets as a Powerglide replacement.[citation needed] Internally, the THM2. THM3. 50 without the intermediate clutch pack with a band adjuster similar to the Powerglide.[citation needed] It was later reintroduced in 1. THM2. 50- C in the wake of the failure- prone THM2. C.[citation needed] Gear Ratios: THM3.

C1st: 2. 5. 2: 1. Reverse: 2. 0. 7: 1. A THM 2. 00 transmission, produced between 1. Right after the 1. OPEC oil embargo, GM developed a lighter- duty version of the THM3. Turbo- Hydramatic 2.

The THM- 2. 00 was first used in 1. GM's T- cars and X- cars. However, this transmission was notorious for its failure rate when used behind too large an engine.[citation needed]Starting with the 1.

THM- 2. 00/2. 00. C as standard equipment were optioned with the THM2. C, which is a THM- 3.

Chevrolet Powerglide.[citation needed]Around 1. THM- 2. 00 received a lockup torque converter,[citation needed] and some internal components (primarily the low/reverse clutch drum and planetary gears) were later shared with the Turbo- Hydramatic 2. R.[citation needed]THM2. Cs were produced until 1. The gearing for the 2. C is: [citation needed]First - 2. Second - 1. 5. 7: 1.

Third - 1. 0. 0: 1. Reverse - 2. 0. 7: 1.

THM2. 00- 4. R[edit]For the 1. R (sometimes called 2.

R4)[citation needed] was introduced.[citation needed] The components which were prone to failure in the THM2. Buick Grand National.[citation needed] The 2. R was configured with several different torque converters and gear ratios depending on the vehicle application.[citation needed]Unlike the 7. R4, most 2. 00- 4.

Rs have a multicase bellhousing for use with Chevrolet, Buick/Olds/Pontiac (BOP), and Cadillac engines.[citation needed] However, 2. Rs share mounting locations with the TH- 4. Since the external dimensions are similar to the TH- 3. Rs are often swapped in place of TH- 3. Early models had PRND3.

PRN(D)D2. 1, with the left D identified as the overdrive gear by a square or oval ring.[citation needed]The THM2. R can be found in the following vehicles: [citation needed]The THM2.

R was phased out after 1. GM B- body vehicles.

The gearing for the 2. R is: [citation needed]First - 2. Second - 1. 5. 67. Third - 1. 0. 0: 1. Fourth - 0. 6. 73. Reverse - 2. 0. 7: 1.

THM7. 00. R4 / 4. L6. 0 / 4. L6. 0E / 4. L6. 5E / 4. L7. 0E[edit]The four- speed Turbo Hydra- Matic 7. R4 was introduced for the 1.

Chevrolet/GMC vehicles.[citation needed]In 1. Turbo Hydra- Matic 7. R4 was renamed the 4.

L6. 0.[citation needed] Under the new designation, the "4" stands for the number of forward gears, the "L" for longitudinal applications (rear- wheel- drive), and the "6. L8. 0).[citation needed] "6. For example, 8. 0 is stronger than 6. A 4. L8. 0- E can handle more torque than a 4.

L6. 0- E. The "E" denotes electronically controlled shifting. The 4. L6. 0 however is hydraulically shifted based on governor pressure and TV cable position.[citation needed] 1. R4 (4. L6. 0).[citation needed] 1. Camaro, Corvette and Typhoon were equipped with the last production 7. R4.[citation needed] The last design change of the 7.

R4 was an added checkball to the valve body.[citation needed]In 1. L6. 0- E.[citation needed] The 4. L6. 0E went into service in trucks, vans, and SUVs in 1. RWD passenger cars (Corvette, F and B/D bodies) in 1. In 2. 00. 1, an updated version — the 4. L6. 5- E, was introduced.[citation needed] Five- pinion planetaries, along with a strength- improved output shaft, were improved to withstand the 3.

В·ft (4. 00+ N·m) of torque of the 6. Vortec engine.[citation needed] The 4. L7. 0E transmission is the same as a 4. L6. 5E with a speed sensor located in the pump.[citation needed]7. R4 / 4. L6. 0 / 4. L6. 0E / 4. L6. 5E / 4.

L7. 0E / Technical Description[edit]The Turbo Hydra- Matic 7. 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 THM3. The typical width of this transmission where it bolts to the engine is 2. From the engine/trans mating surface to the cross member mount bolt is 2. Transmission fluid cooler lines on the 7. 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.[citation needed] These fittings are .

SAE size.[citation needed] 4. L6. 0Es manufactured after 1.

The original version of the transmission had a 2. In 1. 98. 4, the 7. R4 designed for use behind Chevrolet small block V8s received a 3. TH4. 00 transmissions and which also used a different torque converter than its 2. V6 and 2. 2 L4 engines.[citation needed] Between 1. October 1. 98. 6.[citation needed]In 1. L6. 0E received a PWM- controlled lockup converter.[citation needed] The early designs simple on or off lockup function while the later design can variably lock as to not feel the lock up occur.[citation needed] GM added a 5th solenoid to the valve body, called the PWM solenoid.[citation needed]In 1.

GM introduced a redesigned 4. L6. 0E transmission case that incorporated a bolt- on bell (2 piece case, bell and case) housing and an 6 bolt tail housing.[citation needed] This 2 piece case style was first seen in 1. S- 1. 0 Blazer, S- 1. Truck, GMC Jimmy, and GMC Sonoma with the 4.

L engine. In the large majority of 1. L6. 0E were 2 piece cases (i. Both transmissions are the same internally.[citation needed] The non- PWM (1. L6. 0Es are not interchangeable with PWM- style (1.

L6. 0Es.[citation needed] Also in 1. GM changed the 3- 2 solenoid to a different style which makes it not interchangeable with any previous models.[citation needed]For the model year 1.

GM trucks, there were 2 versions of the 4. L6. 0E transmissions.[citation needed] One had a bolt on bell housing the other did not.[citation needed] The bolt on bellhousings used on the 4.

L and 1. 99. 6- 2. GEN I+ versions of the Small Block Chevrolet used the same bellhousing while the LSx engines used a longer bellhousing to accommodate a redesigned torque converter with a longer pilot nose (GM sells an adapter assembly for using the LSx 4. L6. 0- Es when used with an early engine).[citation needed]The gearing for the 7. First - 3. 0. 59: 1. Second - 1. 6. 25: 1.

Third - 1. 0. 00: 1. Fourth - 0. 6. 96: 1. Reverse - 2. 2. 94: 1(These ratios are commonly rounded off to 3. R4 / 4. L6. 0 / 4. L6. 0E / 4. L6. 5E /4. L7. 0E Applications[edit][2][3]References[edit]^Sessions, R (1. How to Work with and Modify the Turbo Hydra- matic 4.

Transmission, ISBN 0- 8. Chevrolet/GMC/Geo Transmission Lookup Table, http: //www. Transmission Application Chart, http: //www. External links[edit].