TH350 rebuild tech
m (→Out put shaft install: mild clean up) |
m (spelling tidy up) |
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Be sure you have the output ring gear to case bearing in the case. | Be sure you have the output ring gear to case bearing in the case. | ||
| − | Also be sure on | + | Also be sure on dis-assembly you inspected and replaced as necessary the input shaft to output bushing shown here(circled in yellow) |
[[file:TH350outputbushing.jpg]] | [[file:TH350outputbushing.jpg]] | ||
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For racing and heavy towing use, you will want to machine the direct clutch piston down approximately .160" to allow for one extra friction and steel plate for a total of 5 frictions, and 5 steels in the directs. This can be accomplished on a brake lathe. I try to keep a few machined on hand, and machine several at a time when I do so. If you need one email me and if you can supply a core, I MAY be able to sell you a piston. | For racing and heavy towing use, you will want to machine the direct clutch piston down approximately .160" to allow for one extra friction and steel plate for a total of 5 frictions, and 5 steels in the directs. This can be accomplished on a brake lathe. I try to keep a few machined on hand, and machine several at a time when I do so. If you need one email me and if you can supply a core, I MAY be able to sell you a piston. | ||
| − | Stock measurement is ~.835, I cut them to .675". Ideally you would pre-assemble, and check clearance using a 4 clutch pack, | + | Stock measurement is ~.835, I cut them to .675". Ideally you would pre-assemble, and check clearance using a 4 clutch pack, measure the additional thickness of the extra friction and steel, then cut the exact amount needed to leave you the exact clearance you desire. Rule of thumb on most auto trans friction clearances is ~.010" clearance per friction. So a 5 friction direct setup would work great with .050" clearance. It will work with less, I wouldn't go less than .040", and will work with quite a bit more, but excessive clearance can result in delayed engagement, busted lip seals, and unsatisfactory shift quality. |
Stock 4 piston direct piston vs. machined for 5. Check the thickness of the piston, it should be NO less than .700 thick at the widest point. If the piston is too low, the bottom flat steel plate can drop below the grooves in the drum and bind up the piston. | Stock 4 piston direct piston vs. machined for 5. Check the thickness of the piston, it should be NO less than .700 thick at the widest point. If the piston is too low, the bottom flat steel plate can drop below the grooves in the drum and bind up the piston. | ||
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The direct drum should use a wider bushing even on stock rebuilds. Most bushing kits include the wide one. | The direct drum should use a wider bushing even on stock rebuilds. Most bushing kits include the wide one. | ||
| − | There is | + | There is a lot of load on this bushing, and it should ALWAYS be replaced on overhaul. |
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[[file:TH350intpiston.jpg]] | [[file:TH350intpiston.jpg]] | ||
| − | Sealing rings on the pump stator. Notice the missing | + | Sealing rings on the pump stator. Notice the missing sealing ring 2nd from bottom. You can remove this ring if dual feeding. |
[[file:TH350pumprings.jpg]] | [[file:TH350pumprings.jpg]] | ||
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[[file:TH350feedholes.jpg]] | [[file:TH350feedholes.jpg]] | ||
| − | Also | + | Also note the 2-3 accumulator hole marked in the upper portion. This hole can be blocked but it is easier to block the passage in the VB or the 2-3 accumulator piston as previously mentioned. |
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