700R4 Sprag Clutch, used and ready to install. Fits the 700R4. Ships fast from the USA.
If your 700R4 pulls away in Drive like it is in neutral for a second, flares on takeoff, or will not move at all in first unless you pull the lever down into manual Low, the low roller clutch is the first suspect. This listing is a used center support with a wide roller clutch: the support (outer housing), the inner race, the roller clutch itself and the retaining snap rings. It fits the 700R4 used in 1982-1992 Chevrolet and GMC C/K pickups, Blazer, Suburban, Camaro, Corvette and Caprice, and it also drops into the 4L60E, 4L65E and TH350 family.
The 700R4 does not use a band or clutch pack to hold first gear in Drive. That job belongs to the low roller clutch, a one-way clutch that locks the reaction carrier against the case when the engine drives the car and lets it spin freely the other way. Because it simply overruns when the 2-4 band applies, the 1-2 shift needs no timed hand-off between two friction elements. In manual Low the low/reverse clutch pack applies as well, which is what gives you engine braking on a hill.
The support is the outer housing for that one-way clutch and is snap-ringed into the transmission case. The inner race is not fixed; it rides with the gear set and floats up and down with gear train movement, which is why it matters during the endplay check. GM originally used a narrow roller clutch in the TH350 and early 700R4. The assembly here carries the wide roller clutch, which puts more roller contact on the race and gives more holding power, and it is a direct replacement with no case modification.
The 700R4 is fully hydraulic and sets no trouble codes, so this is diagnosed by road test and teardown, not a scanner.
The quick test is Drive versus manual Low. Lo applies the low/reverse clutch in addition to the roller clutch, so a truck that drives off fine in Low but slips or freewheels in Drive first is pointing straight at this part. If it slips in both, check fluid level, line pressure and the forward clutch first. If engagement into gear is slow, read our 700R4 delayed engagement guide, and for the full list of weak points see 700R4 common problems and fixes.
This assembly fits the 700R4 across its 1982-1992 run in GM pickups, SUVs and cars, plus the later 4L60E, 4L65E and the TH350. Because it is a used unit pulled for resale, look at the snap ring groove and the outer lugs on your old support and compare them with the photos before you order. If you are not sure, send us your year and VIN and we will confirm it against your transmission. You can browse every part we stock for this unit in our 700R4 parts collection.
| Fits | 700R4 |
| Part type | Sprag Clutch |
| Condition | Used |
| Brand | OEM |
| Reference | TH350 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is the low roller clutch side: the center support (the one-way clutch outer housing), the inner race, the wide roller clutch and the snap rings. The forward sprag lives in the input housing and is a different part.
That is the classic low roller clutch pattern. Manual Low also applies the low/reverse clutch pack, which holds the carrier even when the roller clutch has failed. Check fluid level first, then plan on replacing this assembly.
Yes. The wide version is a direct drop-in for the TH350, 700R4 and 4L60E series with no machining, and it holds more torque than the original narrow roller clutch.
The low/reverse frictions and steels, the thrust washers and bearings in the gear train, and the sun shell if it shows cracks or worn splines. Use Dexron ATF on refill.
No relearn, since the 700R4 has no computer. Confirm the lock direction by hand before installing, seat the snap ring and verify unit endplay.
