Thank you, gearheadted! Yep, that shaft had to be worked over a bit before it went back in.

Yep, for sure..Esp for racing and/or HD towing/hauling and serious off-road use.

Thanks again, Wilburn! Yep - agree completely. I learn something new just about every transmission I touch and still consider myself a student/beginner.

Thanks, Tim - will do!

Thanks HMG!!

Your best bet is to harvest them from another TH350 valve body, except for the boost valve which is available from Sonnax. I grab extra valve bodies from my local junk yards and have them ready to go if one comes in with a bad valve body. The other option is to install a shift kit, if the shift kit has replacement springs or valves for the ones you need to replace. Thank you for watching!

How are you cleaning your parts? Are you cleaning them in a hot tank where powdered solvent is used, pressure washing them or using a garden hose?

You mean to tell me that you use common sense when dealing with those two things? Sorry man, I'm not there yet, hahaha! Yea, when I'm in front of the camera, it's like I have two left feet and two right arms. Thanks for watching as always, Peter.

@@nickstransmissions I always stood the trans up, and supported it on the rear where the extension housing bolted on. All the fluid drained down into a bucket. I don't know why it was always so hard for a guy to drain the fluid before they brought them to me. I started charging extra for draining fluid. I had to pay somebody to take it away. I never filmed when tearing one down, so I don't know what's involved with that. I could completely gut a 350 in less than half an hour using hand tools. Before I had a slide hammer, I threaded two extension housing bolts into pump, and used a crows foot to pry the pump out. The 350 had five different output shaft lengths, 6 inch extension, 9 inch, 12 inch, the short stub for 203 transfer case and the shaft for the 205 case. Some 6 inch extension housing shafts were drilled in the center to lighten them in later years.

I do the same - charge extra for oil disposal but typically ask them to drain the pan before bringing me the transmission. All kidding aside, filming adds a layer of complexity that isn't apparent when watching making it not quite as straightforward as it may seem, especially if you haven't done it...My first two or three videos that I filmed for KZfaq will never published since half the time I stood blocking the viewer's angle, failed to get the part of the trans I was working on in the shot or was either zoomed in too much or too far away or didn't realize the battery had died...It took about four or five tear downs before I was even half way decent with the camera angles and had reasonably good idea how to position the camera, where to place tools and other things, etc. I can rip apart a TH350 in about 20-25 minutes or so and about 30 min for a 700R4 or 4L60E...TH400s are easy - 20 minutes or less (30 for 4L80Es, 6Ls)....I don't bother inspecting anything until all parts clean so much of what you see me doing when it comes to inspection is done solely for the sake of filming.

@@nickstransmissions I worked on more 350s than any of the rest because there were more of them than anything else. I kept a lot of guys plowing snow in the winter because I have a few on hand already built, long and short stubby shafts. I did do some C6 trans, a lot simpler to do because they had less parts to deal with. The governors were touchy on them. I also did Torque Flite 727, but not as common as the Chevy GMC. One of the worst transmissions I did was the FMX. Everything was backwards. Borge Warner built that trans for Ford. The 440T4 was a headache transmission, I started to get out of trans work because of the expensive tools that were needed, and the electronic testers, and scan tools.

Thank you again for sharing your experiences, it's always nice to hear from other builders and their perspectives. I don't do too many TH350s however they seem to be coming back around...I've done more of them in the past two years then the prior eight combined. Seems like folks are 'rediscovering' that transmission, perhaps driven by scarcity and upward pricing pressures on 700R4s plus spiraling costs of labor to integrate into a TH350-equipped vehicle...Once challenge confronting TH350 builders nowaways is the declining availability of good pump cores...Remans are hitting $300 and good-used assemblies are fetching $200.00 at most places. Plus any reman body or entire assembly is considered a critical core so many hard parts suppliers won't even let you walk out the door with a reman unless you have the old one to turn in. The FMX is a bizarre transmission, I've done a handful of them in the past but you can't get bushings for them and valve bodies are hit and miss. The AOD/AOD-E/4R70/75 trans are based on them but those 4-speeds are much more straight-forward to work on, thank goodness. I'll have some videos on AOD and 4R70/75 on the channel soon... Automotive 'techs' are rapidly becoming indistinguishable from 'computer scientists/rocket-surgeons' these days...