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The Turbo-Hydramatic (THM) was developed to replace both the original Hydramatic and the Buick Dynaflow. It was first used in the 1964 model year in Cadillacs. By 1973 it had replaced all of GM's other automatic transmissions (e.g. Chevrolet Powerglide, Buick Super Turbine 300, Oldsmobile Jetaway). From the early 1980s onward, it was progressively replaced by later four-speed and five-speed automatics which incorporates an overdrive gear), some of which continue to use the "Hydramatic" trade name.
Although the Turbo-Hydramatic name is related to that of the first fully automatic transmission, Hydramatic, developed by General Motors Oldsmobile division in the late 1930s, the two transmissions were not mechanically related.
Turbo-Hydramatic 400 (3L80 after 1990)
The TH400 (or the Turbo 400, which it is called by drag racers and car enthusiasts) was first introduced during the 1964 model year in Cadillacs and Buicks (under the name Super Turbine 400). The following year, use expanded to Oldsmobile and to some full-sized Chevrolets (usually coupled to the Mark IV big-block V8). Most of the Buick, Cadillac, and Oldsmobile TH400s produced between 1965-67 have the Switch-Pitch variable-pitch stator, which is sought after by collectors and drag racers.
THM400s were not the only Switch-Pitch trannies used in GM vehicles - the Super Turbine 300 (ST300 or 300THM) had a similar setup.
By 1980 usage in GM passenger cars was on a decline because of the 1973 Arab Oil Embargo where the Hydramatic 200-4R and 700R4 overdrives were phased in. Only the Presidential Limo (a modified 1984 Cadillac Fleetwood Brougham used during the Reagan Administration was the last known vehicle to use the THM400, alongside 3/4 ton (8500+ GVW) Chevrolet/GMC pickups and vans; these days, the U.S. Army HUMVEE is the only vehicle known for THM400 usage (The civilian Hummer H1 originally had 3L80s; the current model now has a 4L80E since the mid-1990s).
Other non-GM firms have used the THM400 (and its 4L80E successor), including Jeep (usually found in the SJ pickups and SUVs), Jaguar (found in their pre-1997 XJ6 and XJS coupes), Rolls-Royce, and AM General. It has been known to adapt a THM400 to other engines via the use of adapter plates - during the 1970s, there were more BOP (Buick/Oldsmobile/Pontiac/Cadillac) transmission cores produced, making the other transmission cases a rare find. No THM400 was produced with multicase bellhousings.
By 1990, GM changed the nomenclature of their Turbo Hydramatic transmissions - the THM400 is known as the 3L80 (3 forward speeds, longitudinal positioning, and 80,000 GVW). After 1990, a 4-speed overdrive version, the 4L80E, has replaced the THM400 in Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles. The 4L80E (and its successor 4L85E) was the first Hydramatic to incorporate electronic controls - about 75% of the THM400/3L80's components are interchangeable. Turbo 400 transmissions are very popular in drag racing, monster truck racing and mud racing due to their great strength.
Turbo-Hydramatic 350
In late 1967 the Chevrolet Motor Division introduced a lighter duty version of the THM400 for use in the 1968 Camaro -- the THM350 (the numerical ID is relative to the torque capacity). Since the 1969 model year, this transmission succeeded the earlier two-speed automatics, and by the late 1970s when GM started using corporate powerplants, a universal bellhousing pattern was introduced (the THM350's predecessor, the Buick Super Turbine 300, had a multicase bellhousing since Chevrolet inline sixes were the base powerplant during the late 1960s after the brief reign of the Buick 225 V6).
Some would suggest that the THM350 (or Turbo 350 as called by drag racers since it takes less horsepower to drive the transmission and car enthusiasts) was based on the earlier Buick Super Turbine 300 - some components interchange between the two. Both Chevrolet and Buick divisions produced the THM350.
Around 1980 a lockup torque converter was introduced; this transmission was phased out in 1984 in GM passenger cars for the THM-700R4. Chevrolet/GMC trucks and vans used the THM350-C until 1986. The lockup torque converter was deemed unpopular with transmission builders - B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high-stall lockup torque converters when its overdrive counterpart (THM700R4/4L60) were modified.
A derivative, the THM250, was introduced in 1974 in Chevrolets as a Powerglide replacement. Internally, the THM250 is a THM350 without the intermediate clutch pack with a band adjuster similar to the Powerglide. It was later reintroduced in 1979 as the THM250-C in the wake of the failure-prone THM200/200C.
Turbo-Hydramatic 200
Right after the 1973 Arab Oil Embargo, GM developed a ligher-duty version of the THM350 with lightened materials - primarily alloys in place of ferrous materials (e.g. clutch drums and oil pump). The Turbo-Hydramatic 200 was born; however, this transmission was notorious for its failure rate when used behind a V8 motor - especially the Oldsmobile V8 350 Diesel.
1976 GM vehicles first saw use of the THM200 - from the GM T platform to GM X-Bodies (Chevrolet Nova et.al.).
Transmission shops nationwide, along with GM repair facilities, have swapped in THM350s since the 200s were failure prone. Starting with the 1979 model year, vehicles which had the THM200/200C as standard equipment were optioned with the THM250-C, actually a THM350 without the intermediate clutch pack along with an adjustable band similar to the Chevrolet Powerglide.
Around 1979, it received a lockup torque converter, and some internal components (primarily the low/reverse clutch drum and planetary gears) were later shared with the Turbo-Hydramatic 200-4R.
THM200/200Cs were produced until 1986. Nowadays, Turbo 350 transmissions are very popular in drag racing.
Turbo-Hydramatic 200-4R
Around 1980, GM's Hydramatic division decided to incorporate an overdrive gear, and using the THM200 as a base, the Hydramatic 200-4R was born. Internally, the components which were prone to failure in the THM200 were improved, and this transmission was used with high-power applications - primarily the Buick Grand National. GMs powered with the Oldsmobile 5.7L Diesel powerplant were coupled with the 200-4R in place of the 200.
Unlike the 700R4, the 2004R has a multicase bellhousing for use with Chevrolet and Buick/Olds/Pontiac/Cadillac (BOP) powerplants. Since the external dimensions are similar to the THM400/3L80, 200-4Rs are usually swapped in place of THM400s in older vehicles.
The THM200-4R was phased out after 1990 - its final usage was in the GM B-body lineup (Chevrolet Caprice, Oldsmobile Custom Cruiser station wagon, Cadillac Brougham) coupled to a Chevrolet 305 and/or Oldsmobile 307 motor (the Olds 307 was used in station wagons and Cadillac Broughams).
Turbo-Hydramatic 700R4 (4L60 after 1990)
At the same time when the 2004R was introduced, the Hydramatic 700R4 was phased in around 1982 for use in Chevrolet/GMC vehicles. At first, the 700 did not hold enough strength since the torque of a 350 small block V8 would lead to transmission failure. Hydramatic engineers improved the 700 on a yearly basis (earlier models were upgraded when a transmission rebuild was imminent), and in 1987, the 700 was used behind a 350 small block V8 (from IROC-Z Camaros to pickup trucks).
There were various differences in the same model -- transmissions needed to be able to be used with the different engines and the same transmission; obviously the 200 inch V-6 will have a bit of a problem driving the 700 that was designed to be bolted behind a 6.5 turbo diesel, or a big block engine.
The gearing for the 700 is: First - 3.059 Second - 1.625 Third - 1.000 Fourth - 0.696 Reverse - 2.294
OR -- Rounded off to 3.06, 1.63, 1.00, .70, and 2.29.
Like I stated before the 700R4 was introduced in 1982, this transmission had a 27 spline input shaft, and many cumulative problems and bugs that had given the 700 a reputation that it wasn't reliable or desirable. It was revised to include many upgrades and changes that changed its reputation a little -- it was given a 30 spline input shaft (1984 to present), many internal redesign modifications and deemed to be a better version.
Without pictures, the 700 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts, 3 bolts front, 3 bolts rear, 5 bolts left side, and 5 bolts right side.
The tailshaft housing is held onto the main case by 4 bolts (the bolt spacing is similar to the THM350), and from my own experience uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 inches overall. From the engine/trans mating surface to the crossmember mount bolt is 22-1/2 inches, and engine/trans surface to output shaft housing mating surface is 23-3/8 inches overall, with the tailshaft housing typically measuring 7-5/8 inch.
Transmission fluid cooler lines: on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are 1/4-inch pipe thread, and CAN include an adapter from the factory for threaded steel lines in an SAE size. 4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.
The 700 was renamed the 4L60, when the electronic version, 4L60-E, was phased in (1993 for GM trucks, vans, and SUVs, and 1994 for RWD passenger cars). Around 1996, a bolt-on bellhousing was phased in (along with a six-bolt tailhousing) when the transmission was bolted behind an inline four cylinder or the Vortec engine family.
An updated 4L60-E, the 4L65-E, was phased in around the 2003 model year when coupled behind the 6.0 Vortec. Five-pinion planetaries, along with a modified drum/input shaft assembly, were improved to withstand the 300+ ft. lbs. of torque.
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