It was one of GM’s Turbo Hydramatic transmissions, but with four forward gears. The 700R4 was introduced in 1982, eventually to phase out the THM350 by 1984. The 4L85E is a heavy-duty version of the 4L80. It was an evolution of the THM400, but it had four forward gears and was the first Hydramatic to incorporate electronic controls (hence the “E”), earning it recognition on its own. It was essentially a THM350, but a lighter-duty version for smaller displacement engine applications. The THM 250 (here’s the tie-in we promised), was introduced in 1974 as a replacement for the Powerglide. The THM350 and the THM350-C (a 1981 introduced version with a lock-up convertor), saw production until 1984 when it was replaced by the 700R4. While it was wasn’t the heavy-duty THM400, it proved to be a dependable transmission that is still widely used and modified to this day to handle some impressive horsepower numbers. The THM350 arrived in 1969 as a lighter-duty version three speed for the GM line. This transmission was installed in new vehicles up until 1990. In 1987, the THM400 was renamed the 3L80 to match GM’s new naming convention, indicating three forward speeds, longitudal mounting and a “relative torque” value of 80. The THM400 was a three-speed unit with tough construction, which not only propelled its success for commercial and heavy truck use, but gained it a spot as the only option for an automatic when big inches and big power were checked off on the order slip at the height of the muscle car era. This popular and well-known transmission was first used in 1964. Over time, the demand for a three-speed automatic overran its popularity and the factory applications dwindled to 4- and 6-cylinder cars until it was replaced by the Turbo Hydramatic 250, which we’ll tie into later. It proved its strength and durability on the road and on the track, and the fact that it only shifted once was a key to its long time racing popularity. The Powerglideįrom 1950 to 1973, the two-speed Powerglide, or “Glide” as it’s known to some, could be described in the same number of words as speeds, strong and simple. Overall, there’s not that many choices, but GM began to stir the pot in the ‘70s with change looming on the automobile horizon, and by the time the ‘80s were rolling into the ‘90s, transmission technology was changing rapidly, bringing with it everything from name changes to entirely new units.īefore we shift gears into what fits and what doesn’t, here’s a list of the main players and a quick rundown of GM’s transmission timeline. More often, however, the question is not about the engine, but what transmission can be used. Regardless of the version you get, there’s an abundance of LS-equipped cars and trucks ripe for the picking, partially lending to the popularity of it, so whichever engine you are looking for, it’s usually pretty easy to find. Engine codes and specifications run into the dozens, with a few super-hot and pricey versions that can be found. If you're not sure which transmission you have please give us a call.Originally designated for the 1997 Corvette, there have been many different versions of the Gen III small block since. The adapters are designed to be compatible with Stock VW Bug Type One Transmissions, 002 and 091 Bus, 094, And Mendeola. We stock adapters designed to be compatible with Honda, Chevy, Ecotec, Subaru, Ford, and more. Specializing in engine adapters and high performance clutches for the Volkswagen Bug, Bus, Vanagon, And Porsche style transaxles. Since 1868 Kennedy Engineering has manufactured the highest quality automotive parts for engines and transmissions. Kennedy Engineering Subaru Conversion Engine Adapter Kits Kennedy Engineering Ecotec Engine Adapters Kennedy Engineering Acura and Honda Engine Adapters Kennedy Engineering VW To 4.3 Chevy / Small Block Chevy Conversion Engine Adapters Home > Engine > Kennedy Engineering Engine Adapters
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