Editing General Motors transmissions (section)
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===Transmission identification by pan shape=== [[Image:Pan_id.jpg]] {| border="1" cellpadding="2" cellspacing="0" bgcolor= "#FFF8DC" ! bgcolor="#CCCCFF"|Image Number !!bgcolor="#CCCCFF"| Transmission(s) !!bgcolor="#CCCCFF"| Pan Bolts |- !bgcolor="#CCCCFF"| 1 | Aluminum Powerglide | align = "center" | 14 |- !bgcolor="#CCCCFF"| 2 | T-200 (Metric), T-200C (Metric) | align = "center" | 11 |- ! bgcolor="#CCCCFF"|3 | T-250, T-250C, T-350, T-350C, T-375B | align = "center" | 13 |- !bgcolor="#CCCCFF"| 4 | T-375C, T-400, T-475, 3L80, 3L80HD | align = "center" | 13 |- ! bgcolor="#CCCCFF"|5 | 2004R | align = "center" | 16 |- !bgcolor="#CCCCFF"| 6 | 700R4, 4L60, 4L60E | align = "center" | 16 |- !bgcolor="#CCCCFF"| 7 | 4L80E | align = "center" | 17 |} {{Note1}}Be careful not to mistake a T-250 for a T-350. The T-250 looks almost identical to the T-350 externally- same size, same oil pan. But unlike the T-350, it has a band adjuster stud and lock nut on the passenger side of the case near the cooler lines, similar in design to the Powerglide. The 1979-'84 T-250C used an oil pan with an X-shaped stamped rib (T-350 oil pan is smooth). Usually found in 1974-'75 Chevrolet Vega/Monza (including H-body clones), Nova, Camaro when coupled to the Vega 4 or 250 inline six. Reintroduced in 1979 as an option for GM A, B, F, and G-bodies in response to the failure rate of the T-200 when used behind anything other than a 4 cylinder (coupled to the Buick V6 3800 engine or Chevrolet 90 degree V6 exc. 4.3L) until 1984 (same as the 1974-'75 design but incorporating a lockup torque converter (same as T-350C), a lightened sunshell with 3 or 6 drilled holes (sometimes used in performance applications to decrease ET due to its lower rotating mass), low/reverse piston (with 8 cutouts), and auxillary valvebody (shared with the T-350C). T-250C mostly found in G-bodies (third generation F-bodies came with the T-200C or 700R4) and some B-bodies until the 1984 model year when it was last optioned.
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