TH350 Pump 1969, remanufactured and ready to install. Fits the TH350. Ships fast from the USA.
If your Turbo 350 goes into gear slowly once it is warm, slips in every range at the same time, or whines with engine speed while parked, the front pump is the first suspect. This is a non-lockup TH350 pump for 1969-up Chevrolet, GMC, Pontiac, Oldsmobile and Buick applications that has been cleaned, inspected and resealed. It comes with a new converter hub bushing, a new front lip seal, a new outer O-ring and a new pump-to-case gasket, so it can go straight in instead of waiting on a bench rebuild. The stator hub carries six sealing rings and the stator shaft measures 4-1/4 in.
The TH350 uses a gear-type pump. The converter hub drives the inner gear through two tangs, the inner gear turns the outer gear around a crescent, and the oil trapped between them becomes line pressure. That one source of pressure applies the forward, direct, intermediate and low-reverse clutches, feeds the converter and supplies lube. The pump is more than gears, though. The body holds the hub bushing, the front seal and the cooler bypass valve, and the cover carries the stator shaft, the intermediate clutch piston and the hub rings that feed the forward and direct clutches. A leak at any of those points shows up as a shift or engagement problem, not just a noise.
Check the fluid level and look at the dipstick first. Bubbles point to an air leak on the suction side and a milky color means water, and either one causes low pressure without a bad pump. Pull the pan and look at the filter, because a blocked filter starves a good pump. Then put a gauge on the line pressure tap. Low pressure in every range that drops further as the fluid gets hot is the classic worn pump. Our TH350 pump failure guide has GM's pressure table and the step-by-step test, and TH350 delayed engagement causes covers the problems that look like a pump but are not.
This pump fits 1969-up TH350 transmissions that do not have a lockup converter. It is not for the TH350C lockup units used in the early 1980s. Before ordering, check two things on your old pump: count the sealing rings on the stator hub (this one has six) and measure the stator shaft (this one is 4-1/4 in.). If your pump has a different ring count or a shorter stator, or if you are not sure what you have, send us your year, vehicle and VIN and we will confirm it before it ships. Other pumps and rebuild parts are on the TH350 parts page, including a 1969-1979 TH350 pump if you need a second option.
If the transmission is coming apart anyway, the TH350 overhaul kit covers the rest of the gaskets and seals, and the TH350 rebuild kit with Raybestos frictions replaces the clutch packs a weak pump has been slipping.
| Fits | TH350 1969 |
| Part type | Pump |
| Condition | Remanufactured |
| Brand | GM |
| 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 a cleaned and inspected TH350 pump with a new pump bushing, new front seal, new O-ring and new pump gasket already installed. It is not a brand-new casting.
No. This is a non-lockup pump. Lockup TH350C units need the lockup pump, so check whether your transmission has a lockup converter before ordering.
Pull the pump and count the sealing rings on the stator hub. This pump has six. Also measure the stator shaft, which on this pump is 4-1/4 in. If either is different, send us your year and VIN before buying.
The TH350 runs on DEXRON ATF. Prime the pump with fluid during assembly, then check and set the level with the fluid hot after the first start.
Inspect it at least. A damaged hub cuts the new seal, and debris from a failing converter wears a new bushing quickly. If the old pump died from metal in the fluid, replace or rebuild the converter.
A whine that follows engine rpm with the car sitting still comes from parts that turn with the engine: the pump, the converter or the flexplate. Low fluid or air on the suction side can also make a pump whine, so check those first.
