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Install the new filter into the transmission by gently pushing up on it. Place the new transmission pan gasket over the transmission pan, aligning all holes. Press the transmission pan back onto the transmission and hand-tighten the bolts that secure the pan to the transmission.

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Chrysler was wise to the advantages of getting specific engines up to an rpm off-the-line where the engine was into its power curve. As for , when our car was built, the engineers felt the larger converter was better suited to the low-end torque curve of the HP. The HP s as well as some small blocks got the added off-the-line oomph of the high-stall, inch units.

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Your hub for horsepower Get first access to hit shows like Roadkill and Dirt Every Day Join free for 14 days now Unfortunately, GM engineers also added a few hurdles just to make this swap game more challenging. On the original small-block and big-block Chevy engines, the crankshaft flange extends 0. This is the critical differential measurement that defines all the other modifications we have to make to adapt earlier transmissions.

This means now we have three separate crank flanges: This places the clutch and pressure plate surface at the correct height so you can either bolt on a new clutch and pressure plate assembly or use a Gen I clutch and pressure plate assembly you already have. Before we bolt on the bellhousing, there is one other crucial step that must not be overlooked. It should be common knowledge that a pilot bushing positioned in the end of the crankshaft supports the transmission input shaft, preventing deflection when the clutch is disengaged.

In our trans-swapping effort, remember that while the depth of our bellhousing is the same as with a Gen I engine, the crankshaft flange is 0. Since the input shaft length on our traditional four-speed or five-speed transmission has not changed, we also have to move the position of the pilot bushing rearward to compensate for the discrepancy.

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ton 4×4 with trans can you bolt a turbo streight up to motor and transfer case? It will bolt right up as long as the is out of a 4×4 itself. 4×4 transmissions center shafts are longer then a 2-wheel drive transmissions.

With an aluminum case, the C4 is light in weight and efficient, comparable to the GM Powerglide as one of the least power-robbing automatic transmissions. There are two variants, however. Those in passenger cars have the dipstick in the case, while van, truck, and some fullsize car versions have the dipstick in the trans pan. Larger bellhousings accommodate a inch converter; an inch converter is found in the versions with the smaller bellhousing. They are identical internally. A lockup converter version called the C5.

Produced from , again with a final drive ratio of 1: The other gear ratios are:

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Does it matter if I hook it up at all? Most of the other transmissions used a mechanical linkage or cable to indicate wide-open-throttle WOT. This WOT trigger achieves two things: Above a certain speed, as determined by the governor, the transmission will not downshift from third to second or second to first gear. This is to protect the transmission from damage. Instead of a linkage or cable, the TH uses an electrical switch that is most often mounted on the carburetor.

We recommend mocking up your installation with the THR4 trans in place and then taking measurements to determine how long your new driveshaft will need to be before having it cut.

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We recommend Internet Explorer set to x Schreurs Even we have a disclaimer. This is an ex-parrot!! The problem with automatic transmissions is that there’s no good way to tell how they’re doing.

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How do you adjust bands on a turbo or gm trans? The typical backyard mechanic cannot do this, unless he adjusts bands for a living. You will need different size pins to mave the bands in or out. Special parts, special order only. Turbo does not have bands while the turbo does. Adjustment is on the left I believe side and is done in inch pounds not sure of the specs.

Since when did the transmission not have a band?

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