SBC 350 to 200-4R

Bottom front fender to A- Pillar on a G-body.

For that amount of space between the torque converter to ring gear, the manual does spec a min/max in the transmission section. The thing to really consider is that if you don't add the spacers, then just pulling the converter forward could cause it to decouple internally from the transmission, meaning that the converter could turn but not be properly connected to, or turning the components in the transmission that it is supposed to.



Nick

Street Sweeper22 said:

Yeah I went to 3 of them and struck out. The only thing I found was the bin where they were supposed to be.

Click to expand...

Hate that

Depending on where you got your engine, there is a difference between manual and automatic crankshafts. The manual crankshaft has a pilot bearing that needs to be removed. On the automatic transmission crankshaft, the hub of the torque convert has to seat into the crank.

If the torque converter is not properly seated in the crank it will wobble until it cracks the flex plate. Low speed won't be a problem normally but as load and rpm increase, that damage can be catastrophic.

Prior to installing the transmission, take the torque converter and make sure it mates properly to the crank, and is properly seated.

After that put a quart of trans fluid in the TC and properly mate it to the fluid pump and free spin it. It should free spin without feeling resistance or hearing any rubbing.

After that go through normal procedures to install the trans to the engine. Make sure TC has Freeplay front to back of 1/8 (.125") to 3/16 (.1875).

Excerpt from below pdf ....



And of course this assumes transmission front pump gears are installed correctly and front pump surface wear is not out of Spec.

Maybe spoke too soon on the 350 crank, maybe thinking of the older ones.

Pic below is the 442 cast, common 350 Cast Crank.

Crank has provision for both Auto and Manual Trans.


Center and smaller bore is for Pilot Bearing. Make sure that bore is clear.

The larger bore and not as deep is for the TC hub. You need to make sure the TC mates and is flush prior to install.


The last item is the outer edge of the mounting bosses. This is where the Flex Plate or Pressure Plate seats. This keeps the plates from wobbling or sliding around. Even though bolted down, the plates can still float around under high loads.


Plus with more questionable quality parts flooding the market it is even more important to check specs and make sure all items mount up properly.