Chevy Manual Transmission

Chevy Manual Transmissions
Chevy Manual Transmission 2019
Chevy Manual Transmission For Sale

What transmission is right for me?

Your transmission and engine combination is very important. Your vehicles weight and how you drive it are also a major factor. Transmissions come in two basic types, Automatic and Manual:

Transmission: Manual 5 Speed Color: Silver Interior Color: Gray Average Vehicle Review: (4.84615 reviews) 2017 Chevrolet Camaro LS $24,998. 11K mi.

Automatic

Includes hardware, shift cables and shifter to match the six-speed manual transmission P/N 24284070 to the LTG crate engine in front-wheel-drive applications Email Sign-Up Subscribe to receive monthly email communications such as news, offers, and more from Chevrolet Performance.
Used Chevrolet Cruze With Manual Transmission for Sale on carmax.com. Search new and used cars, research vehicle models, and compare cars, all online at carmax.com.

TH350

Best transmission choice, hands down.

The Turbo Hydra-matic 350 was first used in 1969 model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminum case Powerglide transmissions. So, although it carries the Turbo Hydra-matic name, the Hydra-matic Division of General Motors had little, if anything, to do with its design. The 350 and its 250, 250c, 350c and 375b derivatives have been manufactured by Buick in its Flint, Michigan, plant and by Chevrolet in Toledo and Parma, Ohio, and Windsor, Ontario. Both Chevrolet and Buick divisions produced the TH350. For the 1981 model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars; This version is the THM350-C, this transmission was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lock-up torque converter was unpopular with transmission builders B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high stall lock-up torque converters when its overdrive counterpart (THM700R4/4L60) were modified.

Gear	1	2	3	R
Ratio	2.52	1.52	1.00	1.93

Pros

Excellent gear spread between all three gears.
Very low cost to build up to various levels of power handling.
Can be built up to extreme power handling capabilities.
Most all transmission shops are capable of building these to at least level 1 or 2.
No TV cable to deal with.
Stall converters are low in cost, and the selection is broad.
Very reliable and simple to repair if needed.

Cons

Select a final gear that will allow you the best overall performance and one that allows a decent off the line acceleration, and one that will be in a tolerable rpm range at highway speed. You must have the correct stall converter for optimal performance. This can make a huge difference in the way your vehicle accelerates.
One THM350 weak point was excessive end-play between the pump and center support and resulting wobble of the direct clutch drum due to both the end play and use of a relatively narrow bushing in the drum. Add an extra thrust washer between the planetary gear and direct clutch to remove the end play and using a wider aftermarket bushing in the direct clutch drum.
The relatively thin center support and lightweight matching splines in the case cause some people to beef up the case with an aftermarket case saver kit.
These are becoming scarce, but there are still plenty of them around, and high performance parts are easily obtained.
You may have to go through this long story to your less than knowledgeable friends as to why you didn't choose a 700R4, and when you explain it to them, they may still think you don't know what you’re talking about.

TH400

Better than a stock TH350, more expensive to build compared to TH350.

Gear	1	2	3	R
Ratio	2.48	1.48	1.00	2.07

Pros

Excellent gear spread. Very similar to a TH350.
Strong internal parts.
Reliable.
Simple to build or repair to stock buildup levels.

Cons

Very expensive to build up to higher power handling levels, as compared to a TH350. The TH350 has far more high performance parts available at reasonable costs. The 400 trans. is not a practical choice.
Internal rotating parts (cast iron drum) are very heavy and create a huge drag compared to most any other trans., and this is not a subtle amount of drag. The TH400 is well known to be a heavier duty trans. than a TH350 but this heavy duty factor was designed more for heavy vehicles that may encounter pulling heavy loads. Only the largest of the GM cars weighing around 5000 lbs had these trans. in them, along with heavy duty pickups, usually 3/4 ton or larger trucks. Even the half ton Chevy trucks didn't come with these in them.
They will certainly hold up better than a stock built TH350, but they are not a desirable trans. for a street rod. You can build a TH350 to level two that would be superior to any stock TH400 in every way for about the same cost. Building a TH400 to a high hp handling level will cost a great deal of money.
You will never see this trans in a true Pro-Street car.

Powerglide

Only two gears, best suited for very light vehicles, under 1800 lbs. The Powerglide is a two-speed automatic transmission designed by General Motors. It was available primarily on Chevrolet from January 1950 through 1973, although some Pontiac models also used this automatic transmission after the fire at the Hydra-Matic factory in 1953.

Gear	1	2	R
Ratio	1.76	1.00	1.76

Pros

Excellent transmission to build up to just about any power handling level.
Most trans. shops are able to build this trans with ease.
Very reliable, and simple to work on. Not much to go wrong.
Decent first to second gear spread.
Rotational drag is very low with this trans., moreso than any automatic on the market. Very efficient trans.
Stall converters are not expensive and many choices available.

Cons

Two gears, that's the problem. This trans. can only be run in cars that have a very high hp to weight ratio. It would be fair to say a vehicle weighing approx. 3400 lbs would require an engine output of 1000 hp or more to make it a rational choice, and even then, you would still need a decent final gear to get things moving off the line. The first gear in these is somewhat tall. Those running a T-Bucket roadster weighing around 1800 lbs. with a 500 hp or higher engine could make great use of a Powerglide trans.
Having only two gears limits having the best of both worlds when it comes to off the line acceleration and cruising at highway speed.

700R4

Worst possible transmission choice.

Gear	1	2	3	4	R
Ratio	3.06	1.63	1.00	0.70	2.29

Pros

None, other than there are plenty of them around for a cheap price, and for good reason.
Fuel injection does make this trans. more tolerable.
It will get you from point A to point B period!

Cons

Very wide first to second gear spread. First gear is a 3.06 ratio Second is a 1.62 ratio. This nearly equates to skipping from first to third gear with a manual trans. This kills acceleration when these trans go into second gear on a carbureted engine with a healthy cam and large runner intake manifold. Compare this to a TH350. First gear at 2.52 ratio and second gear is 1.52 do the math.
The 3.06 first gear is so low that any final gear of above 3.55 or numerically higher will have you right at the max rpm at around 35 mph, only to then have your car fall on its face when it hits second gear, feeling like it skipped a gear. Wheel spin is uncontrollable upon hard launches, unless you have a very tall final gear, and then you can for sure count on going nowhere quickly when second gear comes in. Overdrive would be totally useless at highway speed regardless of detuning with a tall final gear, unless you were cruising at around 100 mph.
Huge cost to build up to a decent street rod level. Don't even consider a stock rebuild to handle 500 hp or more. Under hard use, the 700R4 will fail quickly.
Limited as to what level these can be built up to. High performance transmission builders and parts suppliers don't even recognize this as a serious transmission.
More complex to build than a TH350 and far more expensive, especially when built up to handle high hp numbers.
Having to run a cumbersome throttle value cable to the carb. linkage. This feature actually serves a good purpose, but if not set properly, it can destroy your transmission quickly. Very critical adjustment, and often overlooked.
The overdrive is actually useless with engines running decent size cams relative to the cubic inch, especially with large runner dual plane intakes, and single plane intakes are out of the question with this trans.
Stall converters are double the cost of the one run in a TH350.
This is not a reliable transmission in a street rod.
Lowers the value of your vehicle to some degree, especially on high hp builds. These transmissions do not belong in most carbureted street rods. You must detune an engine considerably to operate the overdrive and be able to tolerate the first to second gear drop.
Could be classified as the worst mismatch of parts known on a true street rod.
As a side note, I would like to mention that most of us have owned a regular stock street car with a 700R4 trans, or its electronic likeness, a 4L60E, and didn't find much of an issue with the way they operated, especially if the vehicle was fuel injected. This is because stock car engines are designed to operate totally different in the very low rpm range. They have huge amounts of off idle torque compared to the average carbureted street rod that makes 400 hp or more. This off idle instant torque allows the vehicle to keep its speed up decently when the 700R4 drops into second gear, and the same low rpm also allows the overdrive gear to operate normally at very low rpm. There are other factors that also allow these trans. to operate at low rpm, especially on fuel injected computer driven engines.

GM200