Internal rotating parts (cast iron drum) are very heavy and create a huge drag compared to most any other trans., and this is not a subtle amount of drag.The TH350 has far more high performance parts available at reasonable costs. Very expensive to build up to higher power handling levels, as compared to a TH350.Simple to build or repair to stock buildup levels.You may have to go through this long story to your less than knowledgeable friends as to why you didn't choose a 700R4, and when you explain it to them, they may still think you don't know what you’re talking about.īetter than a stock TH350, more expensive to build compared to TH350.These are becoming scarce, but there are still plenty of them around, and high performance parts are easily obtained.The relatively thin center support and lightweight matching splines in the case cause some people to beef up the case with an aftermarket case saver kit.Add 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.
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 can make a huge difference in the way your vehicle accelerates. You must have the correct stall converter for optimal performance. Select a final gear that will allow you the best overall performance and one that allows a decent off the line acceleration, and one that will be in a tolerable rpm range at highway speed. Very reliable and simple to repair if needed. Stall converters are low in cost, and the selection is broad. Most all transmission shops are capable of building these to at least level 1 or 2. Can be built up to extreme power handling capabilities. Very low cost to build up to various levels of power handling. Excellent gear spread between all three gears. The lock-up torque converter was 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 lock-up torque converters when its overdrive counterpart (THM700R4/4L60) were modified. Chevrolet/ GMC trucks and vans used the THM350-C until 1986. For the 1981 model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars This version is the THM350-C, this transmission was phased out in 1984 in GM passenger cars for the 700R4. Both Chevrolet and Buick divisions produced the TH350. 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. 
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. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminum case Powerglide transmissions. The Turbo Hydra-matic 350 was first used in 1969 model cars. Transmissions come in two basic types, Automatic and Manual: Automatic TH350 Your vehicles weight and how you drive it are also a major factor. Your transmission and engine combination is very important.
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