@@ Line 792: / Line 792: @@
 <tr><td>Powerglide</td><td>1.76</td><td>1.00</td><td></td><td></td><td>1.76</td></tr>
-<tr><td>TH350</td><td>2.52</td><td>1.52</td><td>1.00</td><td></td><td>1.93</td></tr>
+<tr><td>T-350</td><td>2.52</td><td>1.52</td><td>1.00</td><td></td><td>1.93</td></tr>
-<tr><td>TH400</td><td>2.48</td><td>1.48</td><td>1.00</td><td></td><td>2.00</td></tr>
+<tr><td>T-400</td><td>2.48</td><td>1.48</td><td>1.00</td><td></td><td>2.00</td></tr>
 <tr><td>2004R</td><td>2.74</td><td>1.57</td><td>1.00</td><td>0.67</td><td>2.07</td></tr>
 <tr><td>700R4</td><td>3.06</td><td>1.62</td><td>1.00</td><td>0.70</td><td>2.29</td></tr>
@@ Line 814: / Line 814: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH180</font></b></p></td>
+       <b><font size=“2”>T-180</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1969-'79</font></td>
@@ Line 821: / Line 821: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH180C</font></b></p></td>
+       <b><font size=“2”>T-180C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1980-up electronic torque converter lock-up (TCC)</font></td>
@@ Line 827: / Line 827: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH200</b></font></p></td>
+       <font size=“2”><b>T-200</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1976-'80</font></td>
@@ Line 833: / Line 833: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH200C</b></font></p></td>
+       <font size=“2”><b>T-200C</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1981-'87 electronic torque converter lock-up (TCC)</font></td>
@@ Line 840: / Line 840: @@
      <p align="center">
        <b><font size=“2”>
-       TH350</font></b></p></td>
+       T-350</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1969-'80</font></td>
@@ Line 847: / Line 847: @@
      <p align="center">
        <b><font size=“2”>
-       TH350C</font></b></p></td>
+       T-350C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1981-'86 lock-up torque converter (TCC)</font></td>
@@ Line 853: / Line 853: @@
       <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH400 </b></font></p></td>
+       <font size=“2”><b>T-400 </b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1964-'98 electric kick down; renamed 3L80 </font></td>
@@ Line 859: / Line 859: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH2004R</b></font><b></b></p></td>
+       <font size=“2”><b>2004R</b></font><b></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;Overdrive 1981-'90</font></td>
@@ Line 865: / Line 865: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH700R4</b></font></p></td>
+       <font size=“2”><b>700R4</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;Overdrive 1981-'92 electronic torque converter lock-up (TCC); renamed 4L60 during the 1990 model year</font></td>
@@ Line 947: / Line 947: @@
      <p align="center">
-     <font size=“2”><b>TH125</b></font></p></td>
+     <font size=“2”><b>T-125</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
      <font size=“2”>&nbsp;3-speed 1980-'81</font></td>
@@ Line 954: / Line 954: @@
      <p align="center">
        <b>
-       <font size=“2”>TH125C</font></b></p></td>
+       <font size=“2”>T-125C</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
 <font size=“2”>&nbsp;3-speed 1982-up electronic controlled lock-up torque converter (TCC)</font></td>
@@ Line 960: / Line 960: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <b><font size=“2”>TH325</font></b></p></td>
+       <b><font size=“2”>T-325</font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;3-speed 1979-'81 (GM E platform (Eldorado, Toronado, Riviera) and K platform 1980-85 (Seville)</font></td>
+     <font size=“2”>&nbsp;3-speed 1979-'81 (GM E platform (Eldorado, Toronado, Riviera) and K platform 1980-'85 (Seville)</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH3254L</b></font></p></td>
+       <font size=“2”><b>T-3254L</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
 <font size=“2”>&nbsp;Overdrive 1982-'85 electronic controlled lock-up torque converter (TCC); GM E and K platform</font></td>
@@ Line 972: / Line 972: @@
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
      <p align="center">
-       <font size=“2”><b>TH425</b></font></p></td>
+       <font size=“2”><b>T-425</b></font></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
-     <font size=“2”>&nbsp;3-speed 1966-'78 (electric passing gear - THM400 derivative) - GM E platform automobiles (Oldsmobile Toronado, Cadillac Eldorado 1967-78) incl. GMC motorhome</font></td>
+     <font size=“2”>&nbsp;3-speed 1966-'78 (electric passing gear - THM400 derivative) - GM E platform automobiles (Oldsmobile Toronado, Cadillac Eldorado 1967-'78) incl. GMC motorhome</font></td>
    </tr>
   <tr><td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-style: outset; " bgcolor="#FFF8DC" height="15" width="15%">
@@ Line 1,079: / Line 1,079: @@
 They all have a variable pitch (angle of incidence) stator in the center of the torque converter that changes the torque multiplication when the angle is changed. This feature gave the trans the feel of having a 'passing gear' when the throttle was fully depressed- causing he engine RPM to rise by 500-800. This feature could be found in some of the later GM transmissions and was discontinued at the end of the 1970s.
 <br><br>
-I do not know the torque ratings for these transmissions- but they were mounted behind the 315HP 348ci engine in full size Chevys (4500 lbs.) and survived. These are most like a present day hydraulic version of the AUDI/VW DSG dual clutch manual tranny in that more that one 'gear' is engaged at the same time: DSG- 2 gears, Turboglide- 3 gears.
+These transmissions were mounted behind the 315HP 348ci engine in full size Chevys (4500 lbs.) and survived. These are most like a present day hydraulic version of the AUDI/VW DSG dual clutch manual tranny in that more that one 'gear' is engaged at the same time: DSG- 2 gears, Turboglide- 3 gears.
 <br><br>
-The Turboglide as well as most of the other GM automatics of the time were phased out in favor of the TH350 and TH400 to reduce complexity and cost and to improve performance and reliability/durability.
+The Turboglide as well as most of the other GM automatics of the time were phased out in favor of the T-350 and T-400 to reduce complexity and cost and to improve performance and reliability/durability.
 </Blockquote>
@@ Line 1,097: / Line 1,097: @@
 |-
 !bgcolor="#CCCCFF"| 2
-| TH200 (Metric), TH200C (Metric)
+| T-200 (Metric), T-200C (Metric)
 | align = "center" | 11
 |-
 ! bgcolor="#CCCCFF"|3
-| TH250, TH250C, TH350, TH350C, TH375B
+| T-250, T-250C, T-350, T-350C, T-375B
 | align = "center" | 13
 |-
 !bgcolor="#CCCCFF"| 4
-| TH375C, TH400, TH475, 3L80, 3L80HD
+| T-375C, T-400, T-475, 3L80, 3L80HD
 | align = "center" | 13
 |-
 ! bgcolor="#CCCCFF"|5
-| TH2004R
+| 2004R
 | align = "center" | 16
 |-
 !bgcolor="#CCCCFF"| 6
-| TH700R4, 4L60, 4L60E
+| 700R4, 4L60, 4L60E
 | align = "center" | 16
 |-
@@ Line 1,120: / Line 1,120: @@
 | align = "center" | 17
 |}
-{{Note1}}Be careful not to mistake a TH250 for a TH350. The TH250 looks almost identical to the TH350 externally- same size, same oil pan. But unlike the TH350, 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. Usually found in 1974/75 Chevrolet Vega, 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 THM200 when used behind anything other than a 4 cylinder (coupled to the Buick V6 3800 engine or Chevrolet 90 degree V6 exc. the 4.3L) until 1984 (same as the 1974/75 design but incorporating a lockup torque converter (same as THM350C), a lightened sunshell with 3 drilled holes, low/reverse piston (with 8 cutouts), and auxillary valvebody (shared with the THM350C).
+{{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.
 ===Transmission dimensions===
@@ Line 1,131: / Line 1,131: @@
 *Dimension "D" is the distance between the center of the mounting bolts - this is the "width" of the mounting pad.
 *Dimension "E" is the width of the transmission at the bellhousing and combined with dimension "B", helps you roughly compare the size of the various transmissions.
+<BR><BR>
 <table id="table2" border="1" cellpadding="2" cellspacing="0" width="91%">
 	<tr bgcolor="#CCCCFF">
@@ Line 1,161: / Line 1,161: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">27-11/16"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,170: / Line 1,170: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">30-11/16"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,179: / Line 1,179: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH350'''</td>
+		<td width="120">'''T-350'''</td>
 		<td align="center" width="70">33-27/32"</td>
 		<td align="center" width="64">21-5/8"</td>
@@ Line 1,188: / Line 1,188: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">28-3/8"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,197: / Line 1,197: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">33-27/32"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,206: / Line 1,206: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH400/3L80'''</td>
+		<td width="120">'''T-400/3L80'''</td>
 		<td align="center" width="70">37-7/8"</td>
 		<td align="center" width="64">24-5/16"</td>
@@ Line 1,215: / Line 1,215: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">'''700R4/4L60'''</td>
 		<td align="center" width="70">30-3/4"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,224: / Line 1,224: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">'''700R4/4L60'''</td>
 		<td align="center" width="70">29-7/8"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,233: / Line 1,233: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">''' 700R4/4L60'''</td>
 		<td align="center" width="70">29-1/2"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,239: / Line 1,239: @@
 		<td align="center" width="53">3-3/4"</td>
 		<td align="center" width="54">20"</td>
-		<td align="left" width="285">With TH350 6" extension housing</td>
+		<td align="left" width="285">With T-350 6" extension housing</td>
 	</tr>
 	<tr>
-		<td width="120">'''TH700R4/4L60'''</td>
+		<td width="120">''' 700R4/4L60'''</td>
 		<td align="center" width="70">30-1/2"</td>
 		<td align="center" width="64">23-3/8"</td>
@@ Line 1,251: / Line 1,251: @@
 	</tr>
 	<tr>
-		<td width="120">'''TH2004R'''</td>
+		<td width="120">'''2004R'''</td>
 		<td align="center" width="70">27-11/16"</td>
 		<td align="center" width="64">n/a</td>
@@ Line 1,342: / Line 1,342: @@
 </table>
 ;Note
-'''(1)''' An extension housing p/n 8673406 (old p/n 24214689) is available for the TH700R4/4L60 transmission that moves the rear transmission mount to the same position as a TH400 (short-style 4” tail) or TH2004R transmission. This 7-3/8” long extension housing can eliminate transmission crossmember modifications when replacing a TH400 or TH2004R transmission with a 4L60 assembly.<br>
+'''(1)''' An extension housing p/n 8673406 (old p/n 24214689) is available for the 700R4/4L60 transmission that moves the rear transmission mount to the same position as a T-400 (short-style 4” tail) or 2004R transmission. This 7-3/8” long extension housing can eliminate transmission crossmember modifications when replacing a T-400 or 2004R transmission with a 4L60 assembly.<br>
 ===Typical application information===
@@ Line 1,428: / Line 1,428: @@
      <p align="center">
      <b>
-<font size=“2”>300 THM</font></b></p></td>
+<font size=“2”>ST300 </font></b></p></td>
      <td bordercolorlight="#FFCCCC" bordercolordark="#800080" style="border-right-style: outset;  border-top-style: solid; border-top-width: 1; border-bottom-style: solid; border-bottom-width: 1" bgcolor="#FFF8DC" height="20" width="100%">
 <font size=“2”>&nbsp;Super Turbine 300 (2-speed) used in 1964-'69 Buick, Olds, Pontiac</font></td>
@@ Line 1,479: / Line 1,479: @@
 ==Three speed automatic==
-[[File:1972 th350 id.jpg|thumb|200px|TH350 accumulator with ID. "72" is year, "152" is a calibration code, "KE" is application code (link to application codes below)]]
+[[File:1972 th350 id.jpg|thumb|200px|T-350 accumulator with ID. "72" is year, "152" is a calibration code, "KE" is application code (link to application codes below)]]
-===TH350, TH350C, TH375B===
+===T-350, T-350C, T-375B===
-the TH350 trans was built in 5 different lengths. Two were 4x4 applications. Tail housing lengths of the two wheel drive were 6 inch, 9 inch and 12 inches. The 12 inch length is not very common. It was used mostly in Buick AND Oldsmobile station wagons.
+the T-350 trans was built in 5 different lengths. Two were 4x4 applications. Tail housing lengths of the two wheel drive were 6 inch, 9 inch and 12 inches. The 12 inch length is not very common. It was used mostly in Buick AND Oldsmobile station wagons.
-====TH350 model ID codes====
+====T-350 model ID codes====
 {|
 |[[File:1972 th350 id.jpg|thumb|200px|TH350 accumulator with ID. "72" is year, "152" is a calibration code, "KE" is application code (link to application codes below)]]
 |[[File:TH350 ID governor cover.jpg|frame|left|ID stamped into governor cover]]
 |}
-Codes for 1969-'72 TH350 transmissions are located on the accumulator; 1973-'81 TH350 codes are on the governor cover. Listings of the transmission application codes can be seen '''[http://www.teufert.net/trans/trans.htm HERE]'''.
+Codes for 1969-'72 T-350 transmissions are located on the accumulator; 1973-'81 T-350 codes are on the governor cover. Listings of the transmission application codes can be seen '''[http://www.teufert.net/trans/trans.htm HERE]'''.
 <br style="clear:both"/>
-====ID TH350C====
+====ID T-350C====
-The TH350C input looks different than the TH350 non lockup type tranny. Below is the TH350C input:
+The T-350C input looks different than the T-350 non lockup type tranny. Below is the T-350C input:
 [[File:350lockupinput1.jpg|220px]]
 <br><br>
-A non lockup TH350 input shaft looks like the one shown below:
+A non lockup T-350 input shaft looks like the one shown below:
 [[file:350NONLOCK INPUT.jpg]]
-====TH350 ratios====
+====T-350 ratios====
 *First: 2.52:1
 *Second: 1.52:1
 *High: 1:1
-===TH400 (3L80), TH375C, TH475 (3L80HD)===
+===T-400 (3L80), T-375C, T-475 (3L80HD)===
--up 3L80HD is the heavy duty version of the TH400 found in light trucks.  It has a 27 spline output shaft and is 34.5" long overall in the 2WD version. 'HD' is cast into the bellhousing in medium size letters.  The TH400 transmission was used between 1964-1990. 1987 was the year GM transmissions began using the alphanumeric designations.
+-up 3L80HD is the heavy duty version of the T-400 found in light trucks.  It has a 27 spline output shaft and is 34.5" long overall in the 2WD version. 'HD' is cast into the bellhousing in medium size letters.  The TH400 transmission was used between 1964-1990. 1987 was the year GM transmissions began using the alphanumeric designations.
-====TH400 ratios====
+====T-400 ratios====
 *First: 2.48:1
 *Second: 1.48:1
@@ Line 1,540: / Line 1,540: @@
 *[http://www.buickperformanceclub.com/switchpitch.htm Itching for a Switch Pitch Transmission]
-====Converting TH400 to SP====
+====Converting T-400 to SP====
-The SP pump, solenoid and converter can be retrofitted into the early TH400 case. The correct case for this will have a slightly different casting w/a drilled hole present. Later TH400 cases lack this, so the swap isn't possible.
+The SP pump, solenoid and converter can be retrofitted into the early T-400 case. The correct case for this will have a slightly different casting w/a drilled hole present. Later T-400 cases lack this, so the swap isn't possible.
-===TH400 model ID codes===
+===T-400 model ID codes===
 A listing of the two letter model code found on the metal ID tag is '''[http://www.teufert.net/trans/t-400.htm HERE]''' (no info on Oldsmobile applications).
 ==Four speed automatic==
-===TH2004R===
+===2004R===
-The TH2004R transmission is the same length as a 6 inch tail housing TH350 transmission. The TH2004R requires a TV cable hook up at the EFI or carb with the correct geometry for correct operation.
+The 2004R transmission is the same length as a 6 inch tail housing T-350 transmission. The 2004R requires a TV cable hook up at the EFI or carb with the correct geometry for correct operation.
-[[File:1984_THM200R4_Pic_1B.jpg|none|frame|THM 2004R removed from a 1984 Delta 88 (GM B body).]]
+[[File:1984_THM200R4_Pic_1B.jpg|none|frame|2004R removed from a 1984 Delta 88 (GM B body).]]
-The TH2004R uses a dual pattern bell housing and a 4-way connector.  If you are not using the ECM/TCM unit, then there are aftermarket kits sold that will operate the locking converter.  Unlike the TH200 which could be a locking or non-locking torque converter, all THM2004R transmissions used a locking converter.
+Many 2004R uses a dual pattern bell housing and a 4-way connector.  If you are not using the ECM/TCM unit, then there are aftermarket kits sold that will operate the locking converter.  Unlike the T-200 which could be a locking or non-locking torque converter, all 2004R transmissions used a locking converter.
 In custom/non original applications, an [https://www.summitracing.com/parts/aww-500412/overview/ inexpensive lock up kit] will simplify installation, the instructions in the kit are reported as being vague, so further research may be needed.
-===TH700R4 (4L60)===
+===700R4 (4L60)===
 ===4L60E===
@@ Line 1,581: / Line 1,581: @@
 ==Cooler lines==
-{{Note1}}All except TH200C and TH2004R- which are opposite.
+{{Note1}}All except T-200C and 2004R- which are opposite.
 *Top line of the transmission = in '''''from''''' the cooler
 *Bottom line of the transmission = out '''''to''''' the cooler
-===TH350 adapters===
+===T-350 adapters===
-GM uses an adapter which threads into the case cooler ports and is sealed with a washer. The adapter converts the thread to inverted flare for hard line usage. The cooler ports on the TH350 are usually a female 1/4"-18 NPSM (National Pipe Straight Mechanical (NPSM)) and use a metal washer/seal. The NPSM threads will fit a NPT (tapered) fitting, but if a tapered fitting is to be used, be careful to not over tighten it.
+GM uses an adapter which threads into the case cooler ports and is sealed with a washer. The adapter converts the thread to inverted flare for hard line usage. The cooler ports on the T-350 are usually a female 1/4"-18 NPSM (National Pipe Straight Mechanical (NPSM)) and use a metal washer/seal. The NPSM threads will fit a NPT (tapered) fitting, but if a tapered fitting is to be used, be careful to not over tighten it.
-===TH350 fitting torque values===
+===T-350 fitting torque values===
 *Straight pipe fitting- 20 ft/lb
 *Tapered pipe fitting- 15 ft/lb
-===TH400 fitting torque values===
+===T-400 fitting torque values===
-*TH400 is 28 ft/lb.
+*T-400 is 28 ft/lb.
 ==Bellhousing bolt patterns==
@@ Line 1,604: / Line 1,608: @@
 * GM 90° V6 (200/229/4.3L)
 * GM [http://en.wikipedia.org/wiki/GM_Iron_Duke_engine Iron Duke] RWD inline 4 (early RWD variants, later versions may use a FWD pattern, and have two possible starter locations)
-* Jeep with GM Iron Duke inline 4 2.5L/151cid (1980-'83). These use a MOPAR Torqueflite 904 automatic transmission with an integral Chevrolet bellhousing. Do not confuse with later AMC 2.5L engine that uses the GM metric pattern (see below).
+* AMC/Jeep with GM Iron Duke inline 4 2.5L/151cid (1980-'83). These use a MOPAR Torqueflite 904 automatic transmission with an integral Chevrolet bellhousing (found in the Jeep CJ and AMC Eagle including the Concord/Spirit). Do not confuse with later AMC 2.5L engine that uses the GM metric pattern (see below).
-* Chevrolet inline 6 (1963-up)
+* Chevrolet inline 6 (third generation 1962-1990 (Latin America production to 2001)
-* Chevrolet 153 inline 4 (Chevy II, pre-Iron Duke, includes the Vortec 3000/181 industrial/marine crate engine)
+* Chevrolet 153 inline 4 (Chevy II, Opala (GM do Brasil), South African-market GM products, pre-Iron Duke, includes the Vortec 3000/181 industrial/marine crate engine)
 * GM [http://en.wikipedia.org/wiki/GM_Atlas_engine Atlas engine]<br style="clear:both"/>
@@ Line 1,622: / Line 1,626: @@
 ====Adapters====
 TCI and Trans-Dapt make adapter plates for mounting a BOP transmission to a Chevy engine or vice versa. They are plenty sturdy for all but the most demanding circumstances, and the cost is relatively low.
-[[File:Tci detail.jpg|thumb|300px|left|TCI adapter p/n 230001 for Buick, Cadillac, Oldsmobile, Pontiac engines to Chevy transmissions]]<br style="clear:both"/>
-[[File:WILCAP ADAPTOR EARLY HEMI TO TH350.jpg|200px|thumb|left|Wilcap adapter on early Hemi for using TH350 transmission]] <br style="clear:both"/>Wilcap offers an adapter to mount the TH350 tranny to the early Chrysler Hemi (above).<br style="clear:both"/>
+[[File:Tci detail.jpg|thumb|300px|left|TCI adapter p/n 230001 for Buick, Cadillac, Oldsmobile, Pontiac engines to Chevy transmissions]]<br style="clear:both"/>
+[[File:WILCAP ADAPTOR EARLY HEMI TO TH350.jpg|200px|thumb|left|Wilcap adapter on early Hemi for using T-350 transmission]] <br style="clear:both"/>Wilcap offers an adapter to mount the T-350 tranny to the early Chrysler Hemi (above).<br style="clear:both"/>
 ===Uni-bell pattern===
-This photo shows a multi-pattern case. Both the BOP and Chevrolet pattern on the same bellhousing. First appeared in the mid to late 1960s with the Super Turbine 300. Usage was later widespread with the THM350 (late 1970s - '80s) and a majority of the 200-4R.
+This photo shows a multi-pattern case. Both the BOP and Chevrolet pattern on the same bell housing. First appeared in the mid to late 1960s with the Super Turbine 300. Usage was later widespread with the T-350 (late 1970s - '80s) and a majority of the 200-4R.
 [[image:Multi_pattern_bell.jpg|thumb|left|300px|Uni-bell pattern]]
 <br style="clear:both"/>
@@ Line 1,635: / Line 1,639: @@
 [[File:GM 60deg V6 bellhousing.JPG|thumb|200px|GM 60 degree pattern]]
 The GM metric pattern is also called the GM ''small corporate pattern'' and the ''S10 pattern''. This pattern has a distinctive odd-sided hexagonal shape. Rear wheel drive applications have the starter mounted on the passenger side of the block. The 2.2L S10/Sonoma had the starter located in the same position as front wheel drive cars. A rear wheel drive bellhousing is displayed at right.
-* GM [http://en.wikipedia.org/wiki/GM_60-Degree_V6_engine 60 degree V6] 2.8/3.1/3.4/3.5/3.9L V6 (also used by AMC/Jeep 1984-86 for the Jeep Cherokee/Comanche (XJ and MJ) when optioned with the 2.8L)
+* GM [http://en.wikipedia.org/wiki/GM_60-Degree_V6_engine 60 degree V6] 2.8/3.1/3.4/3.5/3.9L V6 (also used by AMC/Jeep 1984-'86 for the Jeep Cherokee/Comanche XJ and MJ, when optioned with the 2.8L)
 * [http://en.wikipedia.org/wiki/Buick_V6_engine Buick V6] 3300/3800 V6
 * Cadillac [http://en.wikipedia.org/wiki/Cadillac_V8_engine#HT-4100 4.1/4.5/4.9L V8]
@@ Line 1,641: / Line 1,645: @@
 * GM [http://en.wikipedia.org/wiki/GM_Iron_Duke_engine Iron Duke]/Tech-4 2.5L inline 4
 * GM [http://en.wikipedia.org/wiki/GM_122_engine "122"] 1.8/2.0/2.2L inline 4
-* AMC/[http://en.wikipedia.org/wiki/Chrysler_2.2_%26_2.5_engine#2.5 Chrysler 2.5L inline 4] engine (1984-2002) found in Jeep Cherokee, Comanche, Wagoneer, CJ, 1984-86 DJ-5 (Postal Jeep used by the USPS), Wrangler, and Dodge Dakota
+* AMC/[http://en.wikipedia.org/wiki/Chrysler_2.2_%26_2.5_engine#2.5 Chrysler 2.5L inline 4] engine (1984-2002) found in Jeep Cherokee, Comanche, Wagoneer, CJ, 1984-86 DJ-5 (Postal Jeep used by the USPS), Wrangler, and Dodge Dakota (1996-02)
 * GM [http://en.wikipedia.org/wiki/GM_LS_engine#5.3_L_2 5.3L LS4] V8
 * GM [http://en.wikipedia.org/wiki/Northstar_engine_series#LX5_.28Shortstar.29 3.5L LX5 V6] "Shortstar"
@@ Line 1,679: / Line 1,683: @@
 ==Speedometer==
-===TH350, TH400, manual speedometer gear ===
+===T-350, T-400, manual speedometer gear ===
 *[http://www.tciauto.com/tc/speedometer-gear-calculator/ Speedometer gear info and calculator]
 *[http://www.teufert.net/trans/speedo-gears.htm Speedometer gear usage chart]
 ==Fastener threads==
-Using SAE bolts on a GM transmission mount after about 1978 will strip the mount threads. GM converted to metric mount bolts about 1978 even though most of the rest of the transmission bolts did not change until the TH700R4 and TH4L80/E came out.
+Using SAE bolts on a GM transmission mount after about 1978 will strip the mount threads. GM converted to metric mount bolts about 1978 even though most of the rest of the transmission bolts did not change until the 700R4 and 4L80E came out.
-TH350 and TH400 transmission mount, speedometer, and solenoid bolts went metric about 1978. All other bolts were SAE to the end of production.
+T-350 and T-400 transmission mount, speedometer, and solenoid bolts went metric about 1978. All other bolts were SAE to the end of production.
-TH200C, TH2004R, TH700R4, and later transmissions used metric fasteners.
+T-200C, 2004R, 700R4, and later transmissions used metric fasteners.
 LX engine transmission to block bolts are metric: M10 x 1.5. Also includes 2001-'02 SBC used in the Chevrolet Express/GMC Savana (crate motors including those for marine/industrial retain the use of SAE bolts).
@@ Line 1,711: / Line 1,718: @@
 [[Category:Transmission]]
 [[Category:Identification and decoding]]
-[[Category:Good articles]]
 [[Category:GM]]
-{{develop1}}

General Motors transmissions

Latest revision as of 21:22, 22 March 2024

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