No multicase bellhousings were used - bellhousing patterns included Chevrolet V8, Buick-Oldsmobile-Pontiac, GM 60 degree pattern (includes the Tech IV), and. However, this transmission was notorious for its failure rate when used behind too large an engine - the largest displacement being the Oldsmobile 5.7L Diesel. The THM-200 was first used in 1976 models including GM's (which includes the rebadged sold through Buick dealers as the Buick/Opel by Isuzu), and some Isuzu automobiles (Chevrolet LUV and Isuzu P'up). Chevrolet bellhousing THM400s, while not rare, can be hard to find and are, as a result, usually more expensive to buy (they were commonly found in 3/4 ton (8500 GVW and above) Chevrolet/GMC trucks and vans (includes the P-series box vans and 1983-86 CUCVs) when RPO M40 was checked off the option list - especially when coupled to a - usually in HD applications including the C40-C60 medium duty trucks where a bolt-on output shaft is used in place of a slip yoke) - when used with passenger cars it was usually coupled to a Mark IV engine or some high performance small blocks (e.g. Through the end of the '70s substantially more CBOP (Cadillac/Buick/Oldsmobile/Pontiac) bellhousing THM400s were produced than any other THM400. The civilian originally had the 3L80s, but the current model has had a 4L80E since the mid-1990s. Today, the is the only vehicle using the THM400.
The THM 400 was utilized in the C- and K-series (full-size) Chevrolet/GMC pickups and G-series (full-size) vans until 1990 when GM switched over to the 4L80E. By 1980, the relatively heavy THM400 was being phased out of usage in passenger cars in response to demand for improved fuel economy.
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