4 speed manual transmission dodge
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4 speed manual transmission dodgeThis was a Chrysler adaptation of the ZF 5HP30 assembly, which was first labelled as the NAG1. After 2010, Chrysler had complete license and manufacturing rights, as other variations were no longer used by other OEM's. Commonly found in the 300, Magnum, Charger, Challenger, Wrangler, and some Dodge Ram pickups, the A580 was last used in the 2019 Dodge Charger Pursuit models. Below are the available values and some example transmission models:By using this site, you agree to the Terms of Use and Privacy Policy. First printed in Mopar Action When surgery is required, however, it is helpful to know the patient, its problems, and which internal organs can be transplanted. Dodge’s 413 Ramcharger and Plymouth’s Super Stock are cleaning house at the nation’s drag strips. The hard-shifting, ratio-short manual is proving to be somewhat less than the hot ticket for trophy gold. Something needs to be done, and fast. They try the Warner Gear T-10 used by the Brand “C” and “F” boys, but it just can't handle the Max Wedge’s MoPower. The die is cast and plans are made for a new gearbox that will be able to take the abuse of anything the engine boys can dish out. Unfortunately, designing an all-new gearbox takes something that Chrysler is short on: time. Still, Chrysler knows better than to sell 413s with the T-10, as this would result in blown-up boxes from coast to coast. An all-new transmission, designated the A-833, is available in everything from 6-cylinder Valiants to rip-snortin’ Max Wedges. Equipped with a standard Hurst-Campbell “Competition-Plus” shifter and four fully synchronized forward speeds, it is built in Chrysler’s Syracuse (New York) New Process Gear plant. Even in 1989, it was the largest, strongest, and heaviest four-gear passenger car transmission ever built in America. Initially there were three main version-to-version differences: extension housing and mains haft length, low-gear ratio and rear-flange size.http://www.pflegedienste-heinze.de/userfiles/bosch-maxx-1000-front-loader-manual.xml
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The A-car box, while every bit as strong as its larger cousin, carries a 3.09-to-1 low gear, to launch small cars with even smaller mills. First (and worst), the Hurst shifter was eliminated, replaced by a hollow-shaft Inland unit. Enthusiasts generally agree that this was a giant step backward, but Joe Average liked the reverse lockout feature. Second, the ball-and-trunnion front U-joint flange was gone, replaced by a more typical sliding-spline yoke arrangement. Also, except for the very early production cars, the 8-cylinder A-bodies came with the B-car’s 2.66 first-gear ratio. Hemi cars also had a new, larger main drive pinion (input shaft), with a larger (No. 308) bearing and retainer, and a new coarse-spline clutch disc. A unique, beefier clutch release bearing completed the package. Luckily, these upgraded synchros can be retrofitted into the earlier transmissions. (This basic synchro design has survived right up through 1989!) Gearjammers coast to coast were dismayed to find that the new Road Runner muscle car was stuck with the same lousy Inland shifter. Soon, though, Chrysler seemed to have had it “up to here” with the complaints, because shortly after the introduction, the Hurst shifter reappeared across the board, now dressed up with a new simulated-walnut shift knob. Then the outrageous “pistol grip” shifter was released; this has become a much-sought-after restoration item. It consisted of a beefy, flat chrome stick with two woodgrain grips attached to each side and a shift-pattern logo cap on top. Cars equipped with this shifter also enjoyed a new set of transmission levers, punched with an extra set of holes for those who want extra-short-throw shifting. New sheet-steel interlock levers replace the old pin-and-balls type. The setup required new internal shift forks, which were now made of cast steel instead of brass.http://p-energo.ru/content/bosch-maxx-1000-manual-download.xml The entire side cover setups can be interchanged either way, which is useful, since the ’70-down type is generally regarded as better for drag racing and serious abuse. The slant six would easily outlast the overdrive gear set. I rebuilt a few of them, changing the gears that wore out, to make them stop jumping out of 4th gear. Perhaps lubricants were not up to the task of lubing a gear set that drives continually for over 100,000 miles; or maybe the metallurgy was not up to the task.” A few had been made for the ’65 drag Hemis, but they were, for all practical purposes, nonexistent. Is that bad? Not really. Can you improve upon perfection? A simple flip of the gear lever on the side cover gives the driver the illusion of three normal speeds and a fourth that is overdrive. After the 1975 run, Chrysler switched to a finer-pitched gear tooth design to reduce the noise of the 1975 models, and changed the overdrive from 0.73:1 to 0.71:1. It used a steel housing except on the Feather Duster and Dart Lite, where it had an aluminum case and extension housing. This eased servicing as the main drive pinion was now removable from the front. The case and extension were cast in aluminum; the redesigned box bushings pressed in rigidly to support the countershaft, but the overdrive unit had no such bushings. In fact, the countershaft holes were reamed oversize, allowing the countershaft to “float” (supposedly for “gear rattle suppression”). It then required a shorter countershaft and cupped plug at the front to prevent oil leakage. Except for the ’65-down cars, nearly all models used the large output-shaft spline, the exception being some late 1970s Slant Six A and F bodies. There were only two rear motor mount locations, and crossmembers were available to accommodate each. The bellhousings generally contained enough “meat” to allow remachining for either the Feather Duster or Hemi -size bearing retainer.http://www.drupalitalia.org/node/73430 Select a transmission that will mate with the clutch disc you'll be using, and be sure to have the correct release (throw-out) bearing to fit your box’s front bearing retainer. The mainshaft rear spline (output shaft) must also mate with your prop shaft, but, as we've said, that is generally not a problem area. We've pretty much ignored the one-off race pieces, such as the slickshift synchroless conversion and the full race “red-stripe” gearsets, to concentrate on the more readily available, mass-produced parts. All rights reserved. Dodge, Jeep, Chrysler, Ram, and Mopar are trademarks of Fiat Chrysler Automobiles. We cringe whenever we hear someone switched one out to a lightweight late model 5 speed. First, you get to keep the period correct trans, trans crossmember and shifter in your car. You are adding the strongest overdrive on the planet warranted for 2years even behind 1200hp and dragstrip use (no other transmission is going to guarantee that). The system installs with no more than a couple properly placed dents in the tunnel and can be put in without even those. Very simple install. After installation you have a 28.6 faster cruising gear that will have your 4.10 rear gear cruising like it were a 3.20 (3.55s will be 2.77s) and much quieter and nicer rpm on the motor with 25-28 better mpg. Then you also get probably the best kept secret in the mopar performance aftermarket: Clutchless shifts that can be performed by the Gear Vendors for huge time-slip gains in the A? mile or street acceleration. Launch in 1st with our AutoLaunch circuit on and the vehicle will accelerate and as the engine revs shift clutchless to 1st-over. This is right where the automatic cars are blowing by you. You can clutchless shift under full throttle (or any throttle) on top of any gear in the A833 with the Gear Vendors. With the A833 2.44, 1.77, 1.34, 1.https://dfwdrivingschool.com/images/4-speed-manual-transmission-chevy.pdf00 ratios you will only be 12 hundredths different in ratio vs the 1-2, and only 4 hundredths different on either the 2-3 or 3-4 shift. For most drivers we are not talking tenths of improvement but a full second on the watch. There is also a wide ratio 833 trans with factory overdrive that was offered with 3.09, 1.67, 1.00, and.73 overdrive ration in the non-performance Darts, Satellites, etc. This wide ratio trans is horrible in the performance aspect but if you add a Gear Vendors you pick up a 2.40, 1.30,.78, and.57 double overdrive ratios. For cleanest look put a.10 x.10 groove down the length of the shifter and press the wire into it. If you make the groove.14 deep it will completely be flush but we like the small black rib showing. Notice the red and green lights for the ovedrive. The Final Drive Ratio shows you how many times the engine turns for one complete turn of the tires. This Final Drive number is also your torque multiplier when in that gear. GEAR VENDORS reputation for being the best is because of its sophisticated planetary construction. This means GEAR VENDORS is the only auxiliary intended as a GearSplitter behind automatics and the nicest to work behind both automatics and manuals. You are able to shift half gears that keep the engine in the power. Any auxiliary that requires you to let off the accelerator or is not intended to shift frequently is not going to give you this performance. There is not room here to cover all the details so call the factory to discuss the full benefits demonstrated on these charts. Hemi Engine applications. It has a granny low and so then just 3 normally usable ratios. The vehicle is quieter, pulls grades and loads with gear-splitting benefits that are just a home run.This will keep your transmission temperature as much as a 100 degrees cooler (extending transmission life) and instead puts the stress on the GEAR VENDORS planetary gearing which is much stronger. At today’s 75mp highway speeds and high fuel prices this is a feature that will pay for the overdrive. You will have a vehicle which performs better, cruises with low noise and great mpg, has all the right gearing to take better car of the engine, and is just a pleasure to drive, with an overdrive that pays for itself. Expect 20 better mpg at the same cruise speeds you do now. 6-Speed Manual Truck Look at the Final Drive Ratios chart in this sections and notice the benefits of gear-splitting with either six speed transmission. 2nd-over and 3rd-over give you gears that make more torque multiplication than taking the full grab to the next gear. Also now when you do shift up to 3rd-direct and 4th-direct you are going 28 faster so the rpm drops nearly half of what it did without the GEAR VENDORS. Notice that 4th-over and 5th are really duplicates (which is why you don’t feel like you need a gear here). 5th-over however is very useful when the vehicle is heavily loaded. By running this gear, you will have a slightly higher torque multiplier and the transmission will run as much as 100 degrees cooler than in 6th (which is the weakest gear) so you will only use 6th when empty. Expect 20 better mpg. This gearing will actually pay for itself many times over the life of the vehicle. Even the resale value of your truck will improve by more than the cost of the GEAR VENDORS because you will be able to point out that the engine has seen far better care and effectively far less miles than other used trucks. The Final Drive Ratio shows you how many times the engine turns for one complete turn of the tires. This Final Drive number is also your torque multiplier when in that gear. GEAR VENDORS reputation for being the best is because of its sophisticated planetary construction. This means GEAR VENDORS is the only auxiliary intended as a GearSplitter behind automatics and the nicest to work behind both automatics and manuals. You are able to shift half gears that keep the engine in the power. Any auxiliary that requires you to let off the accelerator or is not intended to shift frequently is not going to give you this performance. There is not room here to cover all the details so call the factory to discuss the full benefits demonstrated on these charts. With manual overdrive transmission. Verifiy 1pc. Or 2pc. Tailhousing prior to ordering. With manual overdrive transmission. Verifiy 1pc. Or 2pc. Tailhousing prior to ordering. Billings, MT 59106. United States of America Most items in stock for quick shipping. For the 1972-1979 model years, an optional, close ratio (4.56:1) heavy-duty New Process NP445 (Often tagged as Model 4530 or NP4530) transmission which is fully synchronized in all forward gears was available. The NP435 and NP445 both have a direct drive 1:1 4th gear. We stock bearings, seals, and some hard parts for both these transmissions. For synchros, shafts and gearing, the availability of most parts for the NP435 is getting tighter every day, but we can usually supply most parts you might need. The NP445 is another story, due to it's age and low production numbers, major parts for the NP445 are mostly unavailable. QU51120 includes 52 rollers so you need to order two packages for your transmission which has 104 needle rollers supporting the.Our Chrysler authorized.This is a USA Made Part supplied by New Process.It is dimensionally interchangeable with QU51112. It can handle higher thrust loads due to its deep. Our Gear Vendor overdrives for Dodge are available for the following manual transmissions: NV4500 and the ZF 6 Speed. Our Dodge overdrive transmission provides 500 to 600 less RPM's plus 20 increase in fuel economy. You'll need an auxiliary overdrive transmission capable of gear splitting behind your transmission. The toughest built best performing auxiliary overdrive transmission you can buy is the Gear Vendor overdrive from Drivetrain Specialist. When shifted into overdrive final gear reducing both rpm and torque to reduce the manufacture of HP when steady cruising to improve fuel mileage and decreases wear on your engine. Two-year warranty rated at 30,000 pounds applications for Dodge and Chrysler, most beneficial when used in commuters, tow vehicles, 5th wheels and Motor homes. Our overdrive kits are very complete and are designed for your specific vehicle, detailed installation instructions are included in kit, and installation is also available. Related to fuel economy, performance, and emissions — Gear Vendors overdrive units include state of the art electronics circuits that keep your vehicle in the optimum performing gear. Whether you are driving a older non-computer controlled vehicle or a late model with all the latest emissions computers our electronics provide the interface to ensure maximum performance and correct rpm without lugging or over reving in the wrong gear. The OE factory programming remains intact and our processor just makes it aware of the actual ratio 1,000 of times per second. In older vacuum or throttle linkage transmissions the stock governor on the output shaft instantly slows down the moment the overdrive shifts and so automatically moves the shift point in any overdrive gear up by the correct 28.6. So both electronic and non-electronic automatic transmissions gain a group of features including a passing gear or climbing gear that is automatically available without driver intervention and is at the split between 2nd and 3rd where you really want it. Need more information on how to save gas or diesel fuel? Fact is, when you are in 4X4 there is very little desire to use GearSplitting and overdrive unless you are racing (and we do make the in-between kit for that purpose), it's 2wd where the benefits of overdrive and additional gears are most needed, see YOUTUBE video for more information. All our kits bolt directly to the rear of the transmission, you can manually control the unit or we suggest you flip switch when leaving city limits sign and turn it off when you get to next city limit sign. No additional crossmembers are required and you retain the factory ground clearance instead of moving the transfer case rearward which puts it at or nearer the middle of the wheelbase where ground clearance is most critical.Give our overdrive expert a call toll free 800-2161632 he can answer your questions and help you pick correct model for you application, and get free telephone support during installation when you purchase from www.drivetrain.com. Free shipping within the continental United States only. You'll need an auxiliary overdrive transmission capable of gear splitting. The toughest built best performing auxiliary transmission you can buy is the overdrive from Drivetrain Specialist. 22 overdrive 20 fuel savings, two year warranty rated at 30,000 pounds applications for Dodge Chrysler most beneficial when used in tow vehicles, 5th wheels and Motorhomes. Ideal for Dodge Ram Cummins pickup trucks and other vehicles with manual transmissions. Our overdrive kits are very complete and are designed for your specific vehicle, detailed installation instructions are included in kit, installation is also available. Select your vehicle from the following table to see detailed information on improving your vehicles performance and saving money today! It has a granny low and so then just 3 normally usable ratios. See the final drive ratios chart and notice the extreme benefit there is to gear splitting by using the Gear Vendors. This will keep your transmission temperature as much as 100 degrees cooler (extending transmission life) and puts the stress on the Gear Vendors planetary gearing which is much stronger. At today’s 75mph highway speeds this is a very nice feature. No competing product can give you the performance of the best splitter on the market. DODGE 6-Speed Manuals Trucks Look at the Final Drive Ratio chart in this section and notice the benefits of gear splitting with the six speed transmission. 2nd-over and 3rd-over give you gears that make more torque multiplication than taking the full grab to the next gear. Also now when you do shift up to 3rd-direct you are going 28 faster so the rpm drops nearly half of what it did without the Gear Vendors. Notice that 4th-over and 5th are really duplicates (which is why you don’t feel like you need a gear here). 5th-over however is very useful when the vehicle is heavily loaded. By running this gear, you will have a slightly higher torque multiplier and the transmission will run as much as 100 degrees cooler than in 6th (which is the weakest gear) so you will only use 6th when empty. When you are running empty 6th-over (double overdrive) will get you better fuel mileage and far less engine wear at today’s 75mph s peed limits.Plus this gearing will actually pay for itself many times over the life of the vehicle. Even the resale value of your truck will improve by more than the cost of the Gear Vendors because you will be able to point out that the engine has seen better care and effectively far less miles than other used trucks. Although we do a tremendous amount of business nationally with customers moving their Gear Vendors from their old truck to their new truck, it’s likely even more economical to get the added value when you sell and just purchase another GEAR VENDORS. Hemi Engine applications. All applications 1989-1993 with Cummins 6BT diesel engines. Includes factory 4x4 tailhousing The difference from 1st over to 2nd is ever more dramatic. It’s the same reason the big 18 wheelers have 2 and 3 speed auxiliaries for 10 to 15 gears. See the horsepower and torque curves. The following links provide specific application information, performance data that you can expect and the price data for your specific vehicle. Reference Guide Parts illustration. You can also locate parts to repair your Chrysler Dodge transmissions. Manual transmission used by Dodge Chrysler includes the following models: Chrysler 3 Speed Transmissions: New Process A903, New Process A250, New Process A745, New Process A230, Tremec A390 (T150). Chrysler 4 Speed Transmissions: New Process A833. New Process 420, New Process 435, New Process 4500. Chrysler 6 Speed Transmissions New Venture5600. These quality manual transmission parts and rebuild parts kits are designed to be top of the line overhaul kits. Fully synchronized in all forward gears with 36 tooth brass syncro rings. The cluster gear has four steps. 9 bolt aluminum side cover Fully synchronized in all forward gears with 36 tooth brass syncro rings. The cluster gear has three steps. Casting number 260XXXX. Fully synchronized in all forward gears with brass syncro rings. 1975-90 units have Overdrive that is indicated by the 3rd gear in the cluster being larger than the 4th (on the end). The shifter is on top of the extension housing. Front and rear cluster bearings are tapered. The front bearing retainer has four bolts. The front bearing retainer has eight bolts. Front and rear cluster bearings are cylindrical roller. The front bearing retainer has six bolts. The main bearings and the pilot bearing inside the input shaft are all tapered. The shifter is at the rear of the top cover. The main bearings are tapered while the input pocket bearing is a caged needle bearing. Reference Guide Parts illustration. Passon’s new overdrive kit fixes the rev mismatch, adds enough strength for a Hemi, and puts you in the fast lane Steve Dulcich writer May 5, 2016 Mopar muscle car owners have been dealing with the same dilemma for decades: solving the gear ratio paradox. If you actually drive your Mopar muscle you know exactly what we are referring to. Let's face it, these cars are about acceleration, and for that you need deep rear gears. All of that is well and good, until you take things into the context of street driving in the present era. Sure, those low gears will help a classic Mopar accelerate like a Navy jet off a catapult, but at speed it's like dragging the anchor. You'll soon find yourself in the slow lane at 60 mph, still revving well over three grand, getting passed by every soccer mom in a minivan. It is really kind of humiliating. What's changed is gear ratio. It doesn't take 600 hp from a stroked big-block to run the fast lane on the interstate; relaxed cruising is all about the gearing. That minivan might have a fraction of the power of your classic Mopar, but it also has overdrive via a four-, five-, six-, or even eight-speed transmission. You really don't need eight gears when you have V-8 torque, but what matters is the trans gearing from low to top. Having the extra ratio of overdrive to bring the revs down makes all the difference on the open road. When considering manual transmission vehicles, there are many options available to Mopar enthusiasts seeking overdrive gearing, each with their pros and cons. First on the list is the factory A-833 overdrive. This unit provides a healthy overdrive ratio and bolts in as a direct replacement, but it has some real drawbacks. With the factory overdrive, you'll give up a good chunk of the A-833's legendary strength due to its floating countershaft, undercut mainshaft, and 23-spline input arrangement. In terms of gear ratio, the low 3.09:1 first, borrowed from the slant-six transmissions, creates too wide of a ratio jump from First to the 1.67:1 Second gear. That jump is a deal breaker for real performance as a 6,500-rpm shift will drop you back well below peak torque to 3,350 rpm. That shift nearly cuts engine rpm in half. Other options include add-on overdrives or conversions to non-original five- or six-speed transmissions. These conversions are great when pulled off correctly, but involve considerable modifications, are conspicuously non-original appearing, and are quite costly, making this route less than practical for many Mopar fans. Passon OD Gearset Jamie Passon of Passon Performance is a recognized expert in sales, service, and manufacturing of Mopar A-833 transmissions and components. Of the many new parts these guys manufacture is a unique overdrive gearset for the A-833. With four gears available from the A-833, Passon could see that Mopar missed the mark on the overdrive A-833's ratios. The deep six-cylinderspec, First gear ratio, and quite high overdrive ratio necessarily results in big, awkward ratio jumps between gears. The solution here was simple: take the four speeds but slice the salami up a little differently as far as ratio spreads, even up the gear splits, and tighten up the ratio range considerably between first and overdrive. The first thing that needed to go here was the 3.09:1 First gear ratio, in favor of a 2.66:1 ratio. This is basically what you would have with a factory non-overdrive muscle car version of the A-833. In First gear it is exactly like having a stock Hemi four-speed. The Passon gearset fits in any A-833 transmission case as a retrofit, and gets you an overdrive transmission with no modifications other than a change in the 3 - 4 gearshift linkage rod, which is also provided by Passon. Unlike the factory overdrive transmission, which was never designed as a high-performance piece, Passon's internals retain all of the beef of the stoutest A-833. In fact, this gearset improves on the power-handling capacity of the A-833 transmission considerably, with better materials, wider and heavier-duty gears, and a high-strength 18-spine Hemi-style input pinion shaft. Building the Passon Performance retrofit Hemi Overdrive transmission is really not different than building any factory A-833. Since the retrofit gearset will usually be installed into a used core, now is the time to freshen the remaining parts of the transmission with the needed rebuild parts. Usually, the rebuild will include a gasket and seal kit, a small parts kit, the synchronizer stop rings, rear bushing, and bearings. Other typical wear parts include the shift forks, synchronizer clutch gears and sleeves, detent balls, and it is always a good idea to replace the countershaft if any wear is showing. What needs replacement here will depend upon your individual unit, and fortunately Passon can supply anything you may need for the A-833. Our transmission was a pretty nice, used E-Body unit, so it only required the gearset and basic rebuild parts. This small-block transmission originally came with the smaller No. 307 front bearing and small 3.454-inch bellhousing register on the bearing retainer. We intend to use this transmission in a big-block application with the large 4.805-inch register. Fortunately, Passon can supply bearing retainers for virtually any combination of bearing and pilot. For our trans they supplied an 18-spine No. 307 bearing retainer with the 4.805 register, a combination never offered as OEM. As veterans of the A-833, we found the retrofit kit came together just like a stock rebuild. The Passon Hemi Overdrive kit comes with detailed step-by-step instructions that guide you through the process. See all 15 photos 1. Taking an A-833 manual transmission apart to this stage is nothing but wrenches and bolts. Remove the side cover first to clear the shift forks, then the extension and upper gear train comes out as an assembly; the front bearing retainer just unbolts. Factory overdrive transmissions require dropping the cluster gear in the case by removing the countershaft to allow the extension housing to be removed. See all 15 photos 2. The 3 - 4 synchro assembly and Third speed gear can slide right off the mainshaft once the front snap ring is removed. The mainshaft and 1 - 2 geartrain can be removed from the extension by expanding the bearing retaining ring at the front of the extension housing (308 bearing; compress retaining ring with 307 bearing). See all 15 photos 3. Once the mainshaft bearing is pressed off, the remaining First and Second speed gears and synchronizer assembly can be removed from the mainshaft. See all 15 photos 4. To remove the cluster gear, drive the countershaft rearward and out of the case using a long arbor or drift. See all 15 photos 5. On a trans with the No. 307 front bearing, the countershaft must be removed and the cluster gear dropped to the bottom of the case to allow the drive pinion assembly to be removed through the case. On No. 308 front bearing transmissions, the pinion can come out the front of the case. See all 15 photos 6. Here we have our conversion and rebuild parts from Passon. The Passon gears are made in the USA from improved materials, and feature wider gear faces for even more strength than OEM. Below is the cluster gear, with above from left to right, the First and Second speed gears, the overdrive gear, and the 18-spline pinion. See all 15 photos 9. We blasted the rust from the exterior surfaces of the fully disassembled iron castings, then cleaned the parts spotless in a caustic bath, and finished the detailing with a metal resto finish from a spray can. See all 15 photos 10. All of the components we were re-using from the core transmission were thoroughly cleaned and inspected. In preparation for assembly, we pre-assembled the synchronizers, loaded the pinion roller bearing in the rear bore, pressed on the front bearing, and loaded the cluster gear with its roller bearings, spacers, and an arbor tool to hold it all in place for installation. The arbor tool should fit the countershaft bore with a slight clearance, be long enough to hang the thrust washers at both ends, and fit between the thrust surfaces inside the case without interference.