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Old 06-13-2012, 09:42 PM
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Hi all. I have a question about turbo 350C's. My son has one that has been rebuilt , deleting all the lockup internals, except for the input shaft/front pump. We would like to know if it's possible to use a reg. T350 convertor in it? We've been told , now that all the lockup stuff is gone, that you can just cut off the extra "nub" on the the front of the input shaft, then go ahead and use a reg 350 convertor. Is this true?

Thanks.

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Old 06-14-2012, 07:22 PM
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Dymanic converters makes stalls for the 350c trans. They are the best units i have used. TCI was kind of soft, but i might have not had enough compression in the 323 mopar engine build for the cam. The dynamic's is similar to the T Type/ Grand national GNX units. If you ever rode in one of those. About 2800 stall rating . Foot brakes to 2200, flash to 3000. Cannot tell it is there durring cruise. A must for the performance auto experience. Very reasonable price. can pull the trans back and install in 2-3 hours.

I would not cut the input shaft.
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Old 06-15-2012, 06:38 PM
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Thanks spinn.

Long story...sorry. We actually did get a reg 350 convertor in his truck, and it was driving OK. When we went to the track one day, about halfway into a run the engine spooled up to the rev limiter and then shut down. We got it back to the pits and the truck wouldn't move in any gear. All we got was a "whine" that increased in pitch with RPM. We took the trans out, cut the convertor in half, and found out we only had about 1/4" spline engagement between the convertor and the input shaft, and the splines broke in thast area. Thats why it wouldn't drive in any gear.

So, we were wondering if we cut that "nub" off the end of the input shaft, would we get enough spline engagement for the reg T350 convertor to work properly? Like I said, all the lockup internals were not reinstalled in the trans when it was rebuilt.

This whole process is to save $7-800 buying a lockup hi-stall (3000rpm) convertor since we already have a reg T350 3000rpm stall convertor. Thanks for the reply.
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Old 06-15-2012, 10:24 PM
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the spline locations between a t-350 and the t-350C are in different locations as you have learned. Both input shaft and stator support

If you cut the polished nub off to move the converter more towards the trans... you push the converter drive hub into the pump gear and can push the gear into the surface of the pump cover. So the next failure will be the pump.

At that time you can repair the t-350C , then buy the proper converter or convert the t-350C to a non lock up setup.. That requires parts from a non lock up t-350
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Old 06-15-2012, 10:32 PM
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Quote:
Originally Posted by Crosley
the spline locations between a t-350 and the t-350C are in different locations as you have learned. Both input shaft and stator support

If you cut the polished nub off to move the converter more towards the trans... you push the converter drive hub into the pump gear and can push the gear into the surface of the pump cover. So the next failure will be the pump.

At that time you can repair the t-350C , then buy the proper converter or convert the t-350C to a non lock up setup.. That requires parts from a non lock up t-350
Ok...you've convinced me Crosley. Can we just change out the input shaft/front pump assembly and use the reg convertor then?
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Old 06-15-2012, 10:45 PM
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Quote:
Originally Posted by 65val
Ok...you've convinced me Crosley. Can we just change out the input shaft/front pump assembly and use the reg convertor then?

You need a complete non lock up t-350 pump assembley. There needs to be a hole drilled into the stator support in a certain location... if th e hole is not drilled , the front seal will blow out.

You also need to block the lock up valve in the aux valve body, also plug the hole under the l-up solenoid and remove that check ball under the aux v-body
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Old 06-15-2012, 10:57 PM
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Oh, man...this is more difficult than I thought. Can we run a lockup convertor even though all the lockup guts from inside the trans have been removed?
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Old 06-16-2012, 10:46 AM
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Quote:
Originally Posted by 65val
Oh, man...this is more difficult than I thought. Can we run a lockup convertor even though all the lockup guts from inside the trans have been removed?

What lock up guts have been removed? About the only item that can be left off easily is the solenoid. The aux valve body needs to be there so the separator plate is supported to avoid internal pressure leaks.

Many converter shops can build a unit that will work for you. The lock up system do not need to operate in the t-350C
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Old 06-16-2012, 11:21 AM
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A dynamic 2800-3000 12" stall for a 350c is about 250. How much stall do you want? A 3600rpm is twice that.
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Old 06-16-2012, 01:57 PM
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Quote:
Originally Posted by Crosley
What lock up guts have been removed? About the only item that can be left off easily is the solenoid. The aux valve body needs to be there so the separator plate is supported to avoid internal pressure leaks.

Many converter shops can build a unit that will work for you. The lock up system do not need to operate in the t-350C
I don't really know...I'd have to ask the trans shop (I'm definitely NOT a trans expert!!). All the they said was "the trans won't lockup anymore". I do know the 4-pin connector is gone and a plug is in its place. When we had the reg. T350 convertor in the truck, it was driving and shifting properly on the street...we only discovered something was awry when the truck broke running down the track.
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Old 06-16-2012, 01:59 PM
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Quote:
Originally Posted by spinn
A dynamic 2800-3000 12" stall for a 350c is about 250. How much stall do you want? A 3600rpm is twice that.
Wow...where's that at? Up here in Canada, we've been quoted $7-800 for a 3000 stall convertor for a T35C. I see Summit has a couple of Hughes convertors for the 350C, and they are ~$400, and with shipping here, would be almost the same cost.
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