Bolts a Chrysler 727, 904, GM TH350, TH400 or Ford AOD to any 2-3/8 inch post engine stand so you can rotate the case while you rebuild it.
A Turbo 350 out of a Nova, a C10 or a Monte Carlo is small enough that most people try to rebuild it lying on a workbench, and that is where the trouble starts. The case rolls when you break a pump bolt loose, the valve body side faces the floor when you need it facing up, and a 120 lb unit gets flipped by hand a dozen times before the job is done. This holding fixture clamps the case and slides over the post of an ordinary rotating engine stand, so the transmission turns and locks at whatever angle the next step needs. It also carries a lifting eye, so a shop crane can carry the unit from the floor to the stand instead of your back.
A TH350 teardown happens from both ends. With the pan side up you remove the pan, filter, valve body, check balls and the intermediate servo; with the bell end up you pull the pump, then lift out the direct and forward clutch housings, the intermediate band, the sun shell and the gear set. Reassembly runs the other way, and the critical checks, like front unit end play and the stack-up of the direct and forward housings, are only repeatable if the case is held square and still. On a stand the case sits vertical for the drum stack, then rolls 180 degrees to set the valve body bolts without anything shifting.
The frame is a bent steel tube with a tubular collar at one end that slips over a 2-3/8 inch engine stand post. Two threaded side pins, one with a hand knob, draw in from opposite sides and seat against the case; a center screw carries the hoist eye; and two formed support arms bolt to the frame with the supplied bolts, nuts and washers to brace the case. Nothing bolts through the bellhousing face, so the converter end stays open for pump work.
Before buying shop equipment, make sure the problem is internal. Our TH350 common problems guide separates a leaking modulator or shift shaft seal, which you fix in the car, from a burned direct clutch or a failed intermediate roller, which means the case comes out. If the complaint is whine or slow engagement, read the TH350 pump failure symptoms guide first, and if shifts are soft or late, the valve body testing guide covers the bore wear checks you will do with the case on this fixture.
The listing names the GM TH350 and TH400, Chrysler 727 and 904, and Ford AOD and 4R70W, and the collar fits stands with a 2-3/8 inch post, which is the common size on folding engine stands. The case clamps on its outside, so it does not depend on a particular bellhousing bolt pattern, but cases differ in rib and boss locations; check that the pins land on solid case material before you put weight on it. The engine stand itself is not included. Browse every TH350 part we carry for the rest of the job.
If the case is coming apart, the parts to have on the bench are a TH350 master rebuild kit and, when the pump gears or bushing are worn, a replacement TH350 pump.
| Stand post fitment | |
| Transmission fitment | |
| Material | |
| Lifting | |
| Includes |
No. It clamps the outside of the case with two threaded side pins and is braced by two support arms, so the bellhousing and pump end stay clear for pump removal and end play checks.
It is made for stands with a 2-3/8 inch post, the common size on folding engine stands. Measure your post before ordering. The stand is not included.
No. A TH350 weighs about 120 lb dry, well within what an engine stand is built to carry. Drain it and remove the converter before mounting it.
It lets you lift the case with a shop crane and lower it onto the stand post, instead of lifting a 120 lb case to stand height by hand. It also helps you move a heavier TH400 or 727.
The listing names the GM TH350 and TH400, Chrysler 727 and 904, and Ford AOD and 4R70W. Check that the side pins seat on solid case material on your unit before loading it.
A master rebuild kit covers the frictions, steels, seals and gaskets. Add a pump if the gears or bushing are scored, and fresh Dexron ATF for the refill.
