Transmission information englisch
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Transmission information englisch



Turbo-Hydramatic 180 was an automatic transmission developed and produced by General Motors.
It was a light-duty derivative of the Turbo-Hydramatic and was manufactured and used in Europe and Asia in a variety of longitudinal engine vehicles.
The TH180 was later renamed 3L30 and was replaced by the 4L30-E in the 1990s. It was also manufactured by Holden as the Trimatic transmission and used in Holden vehicles from 1970 to 1988.


  • 1981–1986 Bitter SC
  • 1971–1975 Opel Ascona A/Manta A/Rekord 1900
  • 1969–1973 Opel GT
  • 1971–1983 Fiat 124
  • 1975–1978 Fiat 131
  • 1975–1981 Fiat Brava
  • 1977–1979 Peugeot 604
  • 1981–1982 Fiat Spider
  • 1983– Rover Vitesse
  • –1984 Rover 2300/2600
  • 1969–1975 Opel Olympia; Kadett B/C
  • 1977-1986 some Opel-Vehicles (for example Opel Rekord-E and Opel Commodore-C Series)
  • 1978–1987 Chevrolet Chevette
  • 1981–1987 Pontiac T1000
  • 1987-1994 Grumman LLV postal van
  • 1989–1998 Suzuki Sidekick
  • 1989–1998 Geo Tracker
  • 1970-1988 Holden Belmont / Kingswood / Premier / Brougham / Statesman, Holden Torana, Holden Commodore


TH200 ( M29 ) / TH200C ( MV9 ) / TH200-4R

Right after the 1973 OPEC oil embargo, GM developed a lighter-duty version of the THM350 with lightened materials — primarily alloys in place of ferrous materials (e.g. clutch drums and oil pump). The Turbo-Hydramatic 200 was born; however, this transmission was notorious for its failure rate when used behind a V8 engine — especially the Oldsmobile V8 350 Diesel.

1976 GM vehicles first saw use of the THM200 — from the GM T platform to GM X-Bodies (Chevrolet Nova et al.).

Transmission shops nationwide, along with GM repair facilities, have swapped in THM350s since the 200s were failure prone. Starting with the 1979 model year, vehicles which had the THM200/200C as standard equipment were optioned with the THM250-C, actually a THM350 without the intermediate clutch pack along with an adjustable band similar to the Chevrolet Powerglide.

Around 1979, it 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 200-4R.

THM200/200Cs were produced until 1987.

The gearing for the 200C is:

  • First - 2.74:1
  • Second - 1.57:1
  • Third - 1.00:1
  • Reverse - 2.07:1

In 1980, for the 1981 model year, the 200-4R (sometimes called 200R4) was introduced for use in GM vehicles. Internally, the components which were prone to failure in the THM200 were improved, and this transmission was used with high-power applications — primarily the Buick Grand National and the 1982 Chevy Corvette. The 200-4R was configured with several different torque converters and gear ratios depending on the vehicle application.

Unlike the 700R4, most 200-4Rs have a multicase bellhousing for use with Chevrolet, Buick/Olds/Pontiac (BOP), and Cadillac powerplants. Since the external dimensions are similar to the TH-350(overall length, drive shaft yoke spline count/diameter and general size), 200-4Rs are often swapped in place of TH-350s in older vehicles to provide an overdrive gear. (However, 200-4Rs share mounting locations with the TH-400.)

Early models had PRND321 on the cluster, while later models had PRN(D)D21, with the left D identified as the overdrive gear by a square or oval ring.

The THM200-4R can be found in the following vehicles:

  • 1981-90 B-Bodies, Impala, Caprice, Delta 88, LeSabre, (83-86) Parisienne, and wagons
  • 1981-84 C-Bodies, Electra, 98, (82-84) DeVille & Fleetwood Broughams
  • 1984-88 G-Bodies and Pontiac Grand Prix, GMC Caballero, El Camino, Chevrolet Monte Carlo, Oldsmobile Cutlass Supreme, Regal
  • 1985-90 D-Bodies Cadillac Fleetwood Brougham & Brougham
  • 1981 Pontiac Firebird (with 301cid engine, non-turbo)

The THM200-4R was phased out after 1990 — its final usage was in the GM B-body lineup (Chevrolet Caprice, Oldsmobile Custom Cruiser station wagon, Cadillac Brougham) coupled to either a Chevrolet 305 or an Oldsmobile 307 engine. It is believed that an HD version of the 200-4R was used in the late 80s Caprice 9C1 police package using the internals from the Buick Grand National

The gearing for the 200-4R is:

  • First - 2.74:1
  • Second - 1.57:1
  • Third - 1.00:1
  • Fourth - 0.67:1
  • Reverse - 2.07:1

/ TH350 / Turbo Hydra-matic 350

TH350The Turbo Hydra-matic 350 was first used in 1969 model cars.

The 350 and its 250, 250c, 350c and 375b derivatives have been manufactured by Buick and by Chevrolet.

How to identify the TH350

Identifying is simpel by counting the pan bolts and look at the shape of the pan.

The pan has 13 panbolts.

Air cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM350 appeared mid 1972 in Chevrolet Vega and Nova 6.

There is a rumor that the reason for the THM350's release after the THM400, is that although the THM350 had been in development longer (disputable), it often failed under heavy torque loads.

Weak points

One THM350 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  ( part nr. 44046C )in the direct clutch drum.

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.( part nr. 44761B ) It is claimed that fixing these two issues will result in a THM350 that is as durable and reliable as a THM400.

4-Wheel drive truck applications for the THM350 used an iron adapter that mated the THM-350 to the transfer case directly, similar to the THM400. The THM350 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 1980, a lock-up torque converter was introduced; this transmission was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet and GMC trucks and vans used the THM350-C until 1986. 

B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high-stall lock-up torque converters when its overdrive counterpart (THM700R4/4L60) were modified.

The standard TH350 is still very popular in drag racing.


The THM400 can be visually identified by an oil pan number four shown at Transmission Pans. First introduced for the 1964 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.

How to identify the TH400

Identifying is simpel by counting the pan bolts and look at the shape of the pan.
It has a 13 bolt pan.

The TH400 from 1964 until early 1967 used a metal tube filter, filterkit 34011 
from 1967 and later the flat filter is used. 34010A ( felt ) or 34010B ( brass )

TH400 metal tube filter 1964 until early 1967 OEM 5579822, 6259422, 6438346, 6438850TH400 filter

Many of the Buick, Cadillac, and Oldsmobile THM400s produced between 1964-67 were equipped with a Switch-Pitch torque converter 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 THM400 has only one.

By 1980, the relatively heavy THM400 was being phased out of usage in passenger cars in response to demand for improved fuel economy.  The THM 400 was utilized in the C- and K-series (full size) Chevrolet/GMC pickups and G-series (full size) vans until 1990 when GM switched over to the 4L80E.

Shifting ratios were as follows:
  • 1st. 2.48:1
  • 2nd. 1.48:1
  • 3rd. 1.00:1
  • Reverse 2.08:1

TH400 applications:

  • 1964-81 Buick models with big block V8
  • 1964-81 Cadillac rear wheel drive ( limousines  1982-88 )
  • 1965-77 Chevrolet with big block V8
  • 1969-77 Corvettes
  • 1966-91 Chevrolet and GMC pickups
  • 1975-82 Checker
  • 1965-77 Oldsmobile with big block V8
  • 1965-79 Jeep
  • 1965-77 Pontiac with big block V8 

TH700 /  4L60

The Turbo Hydra-Matic 700R4 can be identified by an oil pan number six shown at General Motors Transmission Pans.

The tail shaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), 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 20 in (51 cm) overall.

From the engine/trans mating surface to the cross member mount bolt is 22.5 in (57 cm), and engine/trans surface to output shaft housing mating surface is 23.375 in (59.37 cm) overall, with the tail shaft housing typically measuring 7.625 in (193.7 mm).

Transmission fluid cooler lines on the 700R4 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 .25 in (6.4 mm) pipe thread, and CAN include an adapter from the factory for threaded steel lines in a SAE size.
4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.

The original version of the transmission had a common 27-spline input shaft which was failure point. In 1984, the 700R4 designed for use behind Chevrolet small block V8s received a 30-spline input shaft similar to those found on classic TH400 transmissions and which also used a different torque converter than its 2.8 V6 and 2.2 L4 power plants.

Between 1984-1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body (for 700s manufactured after October 1986).

In 1995, the 4L60E received a PWM-controlled lockup converter. In some rare cases 1994 full size Chevy trucks have been seen with PWM; Late year 1994s are equipped with PWM (referred to as model year 1995); the only way to know for certain is pull the transmission out and PWM will be stamped into the front of the transmission below the input shaft. The early designs simple on or off lockup function while the later design can variably lock as to not feel the lock up occur. GM added a 5th solenoid to the valve body, called the PWM solenoid.

In 1996, GM introduced a redesigned 4L60E transmission case that incorporated a bolt-on bell (2 piece case, bell and case) housing and an 6 bolt tail housing. This 2 piece case style was first seen in 1996 and up model S-10 Blazer, S-10 Truck, GMC Jimmy, and GMC Sonoma with the 4.3L engine. In the large majority of 1998 & later applications of the 4L60E were 2 piece cases (i.e., a removable bell housing). Both transmissions are the same internally. The non-PWM (1993-1994) style 4L60Es are not interchangeable with PWM-style (1995 and later) 4L60Es. Also in 1996, GM changed the 3-2 solenoid to a different style which makes it not interchangeable with any previous models.

For the model year 1996 GM trucks, there was 2 versions of the 4L60E transmissions. One had a bolt on bell housing the other did not. Both designs have been interchangeable.

The gearing for the TH700 is:
·                    First - 3.059:1
·                    Second - 1.625:1
·                    Third - 1.000:1
·                    Fourth - 0.696:1
·                    Reverse - 2.294:1
(These ratios are commonly rounded off to 3.06, 1.63, 1.00, 0.70, and 2.29.)
700R4 / 4L60 / 4L60E / 4L65E /4L70E Applications

·                    1982-1992 Chevrolet Blazer/GMC Jimmy
·                    1982-2005 Chevrolet Corvette
·                    1982-1996 Chevrolet Impala and Caprice police specials equipted with                        350 engines.
·                    1983-1985 Oldsmobile 350 Diesel equipped models.
·                    1983-2002  Chevrolet Camaro / Pontiac Firebird
·                    1985-2005 Chevrolet Astro/GMC Safari
·                    1991-1992 GMC Syclone
·                    1989-2003 Chevrolet S-10/GMC S-15/Sonoma
·                    1989-2005 Chevrolet S-10 Blazer
·                    1989-2001 GMC S-15 Jimmy
·                    1990-1996 RWD Cadillac Fleetwood/Cadillac Brougham/Cadillac Limo
·                    2002-2009 Chevrolet TrailBlazer/GMC Envoy
·                    1992-1993 GMC Typhoon
·                    1984-2010 Chevrolet Suburban
·                    1993-2012 Chevrolet Van
·                    1994-1996 Chevrolet Impala
·                    1994-1996 Buick Roadmaster
·                    1995-2010 Chevrolet C/K
·                    1995-2010 Chevrolet Tahoe/GMC Yukon
·                    1999-2006 Cadillac Escalade
·                    2002-2008 Chevrolet Avalanche
·                    2003-2007 Hummer H2
·                    2004-2007 Buick Rainier
·                    2004-         Chevrolet Colorado / GMC Canyon    
·                    1988-2006 Holden Commodore
·                    2004-2006 Pontiac GTO

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