Twenty-nine bushing drivers and ten handles for pressing bushings in GM 700R4, TH350 and TH400 cases without scoring the bore.
A 700R4 rebuild lives or dies on its bushings. Worn pump and stator bushings are one of the classic 700R4 failures, and a new bushing that goes in cocked or gets its inside diameter squeezed by a socket and hammer is just as bad as the old one. This set gives you a stepped steel driver for each bushing size from 21 through 49, ten knurled handles to drive them, and a fitted case, so a bench that rebuilds 700R4, TH350, TH400 and the common Ford and Chrysler units has the right driver on hand instead of whatever socket is close.
Most of the rotating joints inside a 700R4 run on bronze bushings rather than roller bearings. They center the input shaft, drums, sun gears and carrier shafts, and several of them also act as the outer wall of an oil feed, so clearance there is part of the hydraulic circuit. In the GM overhaul procedure for this family, bushings are serviced at the case, the pump body, the stator shaft (front and rear), the reverse input housing, the input sun gear, the reaction carrier shaft and the reaction sun gear, and the factory installs them with drivers from the J 34196-B bushing service set on a J 8092 handle. A stepped driver like the ones in this set does the same job: the nose pilots in the bushing bore and the shoulder pushes on the bushing face, so it goes in straight and stops where it should.
Before ordering tools, confirm the unit actually needs a teardown. Our 700R4 pump failure guide covers the pump and stator bushing symptoms, and the 700R4 common problems guide explains why worn bushings and low line pressure lead to burnt 3-4 clutches. If you are going in, this set makes sense when you do more than one transmission family or more than the occasional rebuild. A single 700R4 job can be done with a smaller kit, but the drivers here also cover the TH350, TH400, Powerglide, C4, C6, AOD and 727 jobs that come in behind it.
Listed GM coverage: 125/125C, 180/180C, 200, 200C, 200-4R, 250/250-C, 325/325-4L, 350/350C, 400, 440-T4, 700-R4, Powerglide and Super Turbine 300. Ford: A4LD, AOD, ATX, C3, C4, C5, C6, FMX and Jatco. Chrysler: A404, 413, 417, 727, 904 and 909. It is cut for the main transmission section only; overdrive section bushings on units that have a separate overdrive housing need their own driver. Some bushings, such as stator shaft and carrier shaft rear bushings, come out with a slide hammer and blind puller rather than a driver, so plan for that tool too. Bushings are not included. Browse the rest of our 700R4 collection for hard parts.
A 700R4 master rebuild kit is the usual partner for this set, since it brings the bushings, seals and frictions together. If the reverse input drum is scored or its bushing bore is worn, replace the drum instead, such as the 1987-on 700R4 reverse input drum.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. It is 29 drivers and 10 handles in a case. Bushings come separately, usually in a master rebuild kit or a bushing kit for your unit.
It covers the main transmission section drivers. Some bushings, like the stator shaft rear and reaction carrier shaft rear, are removed with a slide hammer and blind puller, so you still need that tool for removal.
Drivers are sized 21 through 49, one of each, plus ten knurled drive handles.
A socket does not pilot inside the bushing, so it tends to cock it in the bore or close up the inside diameter. A stepped driver keeps the bushing square and on size, which is what keeps the clearance and oil feed correct.
Yes. The listed GM coverage includes the 350/350C and 400 along with the 200-4R, Powerglide and others, plus Ford C4, C6, AOD and Chrysler 727 and 904.
