TH350 Overhaul Kit 1969-1979, new and ready to install. Fits the TH350. Ships fast from the USA.
Burned direct clutches, a 1-2 shift that flares, or an old Turbo 350 that leaks from every seal after years of sitting? This is a new master overhaul kit for the 1969-1979 GM TH350, the three-speed found behind small-block Chevy, Pontiac, Olds and Buick engines in cars and light trucks of that era. It is the kind of kit you buy when the transmission is coming apart anyway: Borg-Warner frictions and the steel plates to go with them, a complete soft parts set with every rubber seal and gasket, a new intermediate overrun band, a filter, an adjustable vacuum modulator and a full bushing set rather than just the front and rear bushings.
GM built the TH350 around four multi-disc clutches (forward, direct, intermediate and low/reverse), two roller clutches and one intermediate overrun band. Every one of those friction packs is applied by oil pressure behind a sealed piston, and that oil reaches the drums through sealing rings riding in bushings. When a TH350 wears out it is almost always the combination: lined plates worn thin, steels glazed or heat-checked, lip seals hardened, and bushings worn enough that oil leaks away before it gets to the piston. This kit covers all of those at once. The steels matter more than many people think; budget kits often ship frictions only, and new frictions run against old glazed steels do not hold for long. The band is included too, which is the part most often skipped and the one that gives you engine braking in manual 2nd.
Check the cheap things first. Read the fluid level hot, pull the vacuum hose at the modulator and look for ATF in it, and confirm the detent cable adjustment. A leaking modulator or a misadjusted cable can make a sound unit shift wrong. If the fluid is burnt and the pan has friction debris, a pressure test will usually show where the oil is going. Our TH350 common problems and fixes guide matches each symptom to the clutch or band involved, and the delayed engagement guide covers the slow-into-gear case. GM's own manual warns not to judge a lined plate by color alone, so inspect for flaking, glazing and pitting.
This kit is listed for the 1969-1979 TH350 in GM rear-wheel-drive cars and trucks. Late in the 1979 model year GM began building the TH350C with a lockup converter, and the lockup units carry some different internal parts, so if your case has the lockup wiring connector, tell us before you order. The TH350 also shares its basic design with the TH375B, which used five direct clutch plates instead of four, so count the plates in your direct drum when you tear it down. Send your year, VIN and any numbers on the transmission ID tag and we will confirm the match. Every Turbo 350 part we stock is on the TH350 parts page.
| Fits | TH350 1969-1979 |
| Part type | Overhaul Kit |
| Condition | New |
| Brand | OEM |
| Reference | THM350 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Borg-Warner friction clutches, steel plates, a complete soft parts set with all rubber seals and gaskets, a new intermediate overrun band, a filter, an adjustable vacuum modulator and a full bushing set. It is a clutch-and-seal kit, not a shift kit or a hard-parts kit.
Possibly not. GM started the lockup TH350C late in the 1979 model year and some internal parts changed. If your case has the lockup wiring connector, send the year and VIN before ordering so we can confirm.
Yes. Soak the frictions in transmission fluid for about thirty minutes before assembly so the lining is saturated, and lubricate the bushings with fluid during assembly.
Use a DEXRON-licensed automatic transmission fluid. GM specified DEXRON for the TH350, and a current licensed DEXRON fluid is the correct back-service fill. Finish the level on the dipstick at operating temperature.
The intermediate overrun band is the friction element for manual 2nd and wears along with the clutches. With the transmission already apart, replacing it costs nothing extra in labor, and a worn band is a common reason for no engine braking in 2nd after a rebuild.
