TH350 rebuild tech
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=Direct drum assembly= | =Direct drum assembly= | ||
| − | 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 | + | 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. |
| − | Stock measurement is .835, I cut them to .700". 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 | + | Stock measurement is .835, I cut them to .700". 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 to .070 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. |
| − | + | If the piston is too low, the bottom flat steel plate can drop below the grooves in the drum and bind up the piston. You can leave out center cushion seal if dual feed is used. | |
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