![]() Low coolant levels/ Stuck 1-2 shift assembly.Incorrectly-installed sprag-type clutches.Stuck governor valves/ Plugged governor filters.The transmission staying on 1st gears longer than intended causes your engine to get stuck on higher rev throughout the rest of the trip. On certain occasions, drivers of GM th350 transmission cars find it extremely challenging to shift to 2nd gear from 1st gear when accelerating. Damaged or broken roller clutch assemblies.Damaged drive gears/torque converter hubs/ input shaft.Fluctuating oil pressure/ Stuck pressure regulator valves/ Valve body falling out or damaged.Oil levels are low/ Oil filter gets blocked.The forward clutch is damaged/ does not apply.The manual S-link valves are disconnected from the levers.The manual control linkages cannot be adjusted.Whether the selectors are switched to “Drive” or “Reverse,” your car refuses to bulge or give off even the slightest response. Something has gone wrong with the manual linkageīrace yourself when it happens: the transmission cannot engage or provide corresponding drive across the entire gear range. ![]() The teeth on the output ring shaft gears are broken.The parking pawl guides are severely damaged (worn smooth, cracked, broken, etc.).The parking pawl guides are incorrectly installed.Some possible reasons behind the slipping: The vehicle will move or even roll forward slightly while parking, causing tons of inconvenience during emergencies or urgent situations. ![]() This section will break down each case in further detail: Vehicle Slipping in ParkĬustomers report the Turbo 350 transmission struggles to keep their cars stationary whenever the gear selectors are pulled to “Park.” What Are The Common 350 Turbo Transmission Problems?ģ50 Turbo transmissions have regular glitches in their shifts (often ignoring the 1st or 3rd gear), gear engagement (both hot and cold), engine brakings, and transmission noises. Equipping them with extra aftermarket conversions can increase their performance by 10%. But if you still want to double-check the part codes to make sure, then:Ī few other Turbo 350 derivatives exist, but these two are the most popular versions so far. They employ electronic converting programs to increase the fuel efficiency of both your car and your transmission when traveling at high speeds.įurthermore, a plug installed on the 350-C’s left side clearly distinguishes it from the 350 version. Regarding 350-C Turbo (Turbo 350’s offshoot version, produced in limited numbers in 1970-1974), most drivers will be delighted by the inclusion of locking torque converters. Look at the case’s back to spot its modulator. ![]() There is a custom-made oil pan to fit the transmission, aided by a rear passenger chamfer. It also feels fairly light – no more than 120 pounds. The 350 Turbo, measuring about 21 3/4 inches in length, arrives with integrated bell housings and 100% aluminum alloy casts. Transmissions with central supports clearly cannot achieve the same feat. That might sound like a downside at first.īut in fact, such designs allow the transmission to fit into Corvair models perfectly and deliver two identical power ends. Turbo 350 set itself apart from other siblings (say, Turbo 400) with its transparent absence of central support. Unfortunately, the sweeping entrance of 700R4 transmissions gradually phased out 350 Turbo’s productions a few years later.īut you can still find 350 Turbo in many classic jeeps and vehicle models nowadays due to its great power output. Its popularity experienced impressive peaks in RWD vehicles (trucks and cars alike), V8, and V6 engines. The 350 Turbo Hydramatic (or TH350) used to receive rave feedback among numerous automobile enthusiasts as the best 3-speed auto transmission ever created. ![]()
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