4 speed overdrive manual transmission ford
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4 speed overdrive manual transmission fordThese transmission are still used in Nextel cup cars because of the durability and you would be stepping backwards to put in some late model 5 speed to get overdrive. This is just one of the reasons you want a Gear Vendors for these tranny’s. Not only will you get to keep your bulletproof 4speed but nothing in the car has to change (crossmember, tunnel, shifter and linkage all remain the same). Our kits for the Ford cars are very simple installs handled in just a few hours in your garage or at one of our dealers. No special tools are required and a new 1350 series driveline yoke comes with each kit so your local driveline shop can have the shaft ready by the time you installed the overdrive. Once installed you will have a whole different vehicle. Our 28.6 faster cruising gear will have your 4.10s behaving identical to 3.20x on the highway (3.55 would be 2.77). This 28 easier cruise gear will have the engine purring and the mileage up 22-28. No other modification you do to the car is going to pay you back in resale value or mileage like the Gear Vendors. In the long run it really costs you nothing to own our product and on top of these benefits you are stepping into a whole new level of performance. Hit the button on your shifter for the overdrive before you leave the line and you activate our AutoLaunch circuit. The car will accelerate in 1st and then shift clutchless to 1st-over which is just like you shifted to 2nd on either of the close ratio 4speeds. It’s much faster, tirebarking, and only a few hundredths different than shifting to 3rd. For this reason we ship these kits with our 6speed badges for your car and yet it is far more performance than any 6 speed available. All our kits come with a 2yr unlimited mileage, unlimited horsepower, unlimited abuse warranty. You are under warranty even at the dragstrip. Gear Vendors is the best you can buy in durability, performance, installation, warranty, operation, and mileage.http://www.feynburg-uhren.de/userfiles/bosch-maxx-6-manuale-d-uso.xml
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For more details on this subject click here. Call us at the factory with any questions, see the Racing section for some “first on race day” Fords. FORD FINAL DRIVE RATIOS Find your transmission and rear gear multiplier below. 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 lift 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. It was produced in three different overdrive ratios for use in Ford F-150 (and some limited F-250) full-size light-duty 2WD and 4WD pickup trucks.The top shift overdrive (TOD) is a four speed manual transmission with fourth gear as an overdrive.All forward gears are helical-type and are in constant mesh. The forward gear changes are accomplished with synchronizer sleeves.The reverse idler gear is in constant mesh with the countershaft gear. In reverse the spur-type gear on the reverse idler sliding gear meshes with the gear on the 1-2 synchronizer hub.The first-second fork and the reverse fork are attached directly to these rails.This shift control link contacts the shift fork in the transmission.The mating surfaces of these components are sealed with Anaerobic Sealer (Gasket Eliminator).This is useful when evaluating a loose transmission at a junk yard or swap meet.The two-character alpha code will identify the overdrive ratio as originally built.http://sfwaiters.com/userfiles/bosch-maxx-5-varioperfect-manual.xml Other than identifying the OD ratio, the RTS alpha code is unimportant in adapting the Tremec to the Model A or early V8 Ford.The first style case is marked RF-E4TR-7006-AA and C-2604877, and the second style case is marked RF-E5TR-7006-AA and C-2605524 (8 hole butterfly front mount).These were made by Tremec, but are not marked 'RTS' on the steel tag. These may not be overdrive, and may be 1:1 fourth gear ratio.A provision for mounting the emergency brake handle to the transmission must also be fabricated.Reduction of the front main bearing retainer diameter size to fit the Model AA clutch housing. (for reference, the stock Tremec diameters are 4.850 inches and 1.430 inches). Adaptation of the shift lever to suit the user's needs. A 1980-86 Jeep T176 one-piece cane shift lever can be easily adapted to replace the Ford stub shifter shaft. Search for Crown Automotive 5359835 shift lever.A Ford 8N-7550 clutch disc, A C5NN-7600 pilot bearing and C0NN-7580-A throwout bearing can also be used.Assumptions are based on stock tire sizes and engine configuration.Increased engine Torque and HP are required for highway driving. Our Gear Vendor overdrive for Ford are available for the following manual transmissions: T10, T-18, T19, ZF-542, ZF547 and the ZF 6-650 6 Speed. Our Ford 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 Ford, most beneficial when used in commuters, tow vehicles, 5th wheels and Motor homes.http://www.drupalitalia.org/node/75456 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.https://jagatex.pl/images/4-speed-manual-transmission-shifter.pdf 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.Call toll free at 800-216-1632. More fuel milage 20, 600 RPM reduction in Engine RPM means longer life and you save Money. 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. They have 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. The Overdrive will pay for itself while giving you tremendous performance gains in torque multiplication and horsepower. Read the other sections below, including 5speeds and Common Questions. No competing product can benefit you asmuch as the Gear Vendors so call us and get one on its way to you. At today’s 75mph highway speeds this is a very nice feature. Also now when you do shift up to 3rd-direct you are going 28 faster so therpm drops nearly half of what it did without the Gear Vendors. 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 speed limits. Not only is the engine turning slower but so are all the engine driven accessories which cuts down on parasitic losses and wear to these components (turning the air compressor or alternator slower greatly reduces their work and load on the engine). Plus this gearing will actually pay for itself manytimes over the life of the vehicle. Even the resale value of your truck will improveby more than the cost of the Gear Vendors because you will be able to point out thatthe 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 theirGear Vendors from their old truck to their new truck, it’s likely even more economicalto get the added value when you sell and just purchase another Gear Vendors. The Final Drive Ratio shows you how many times the engine turns for one complete turn of tires. This Final Drive number is also your torque multiplier when in that gear. Gear Vendors reputation for being to best is because of its sophisticated planetary construction. This means Gear Vendors is the only auxiliary intended as a gear splitter 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 band. Any auxiliary that requires you to let off of the accelerator or is not intended to shift frequently is not going to give you this performance. Call GV about direct mount option. 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. No matter how you place your order, we will ship it as quickly as possible. While we are doing our best to ensure the fastest shipping and delivery, your order will take longer due to delays caused by the COVID-19 pandemic. Please search for an answer to your question below. Jeep parts American consumers experienced long lines at gas stations and limits on gasoline purchases. Rising gas prices created an immediate desire for vehicles offering better fuel economy. Ford was one of the first U.S. auto manufactures to actively pursue offering a factory OEM overdrive transmission. The result was a manual four speed transmission where fourth gear was an overdrive. Ford introduced the transmission with an advertising campaign touting how their new overdrive transmission was perfect for both “Town and Country”. This “car version” of the transmission was commonly referred to as the “RUG”. There are several ways to identify this transmission. The “RUG” tailhousing section frequently has casting numbers starting with D7, D8, and D9. We have also seen some transmission castings stamped “Orion”. The early version of the transmission is a cast iron case. An aluminum case would be introduced later. Casting numbres of 2603606 or 2603729 are commonly found on the case. The “RUG” model has the shift levers on the left hand side of the main case. When using this “RUG” version for conversions, additional items like shift rods and aHurst shifter will be required. The design of the “RUG” is often thought to be a Top Loader with an overdrive 4 gear. In actuality. The “RUG” overdrive gear is where 3rd gear is in the transmission. This was accomplished by flipping the shift lever arm upside down. A noticeable bulge protrusion is apparent on the passenger side of the case of the “RUG”. The bulge is approximately and inch and a half wide. This was to allow for the overdrive gear to fit in the case. The protrusion can offer salvage yeard searchers an easy way to identify this transmission. It should be noted that the “RUG” also have a lug cast on the tail shaft to allow for a driveshaft vibration damener to be used. The “Top Loader” has an 8 bolt pattern to accommodate both the “butterfly” and the earlier pre-1965 Ford bolt pattern. This version of the transmission had an aluminum case, aluminum shift town, and a top shift control cane shifter. These transmissions were more commonly referred to as “RTS”. The transmission was manufactured in Mexico by the Tremec Corp under the name “T-170”. The “RTS” was the first predecessor of the successful T-170 series of the transmission that would include the popular Jeep T176. This would later include the introduction of heavy duty 5 speeds in the early 1990’s. There are certainly more modern overdrive transmissions like the NV4500. The problem lies in length. Five speed transmissions are typically long and therefore just don’t fit well in a small wheel base vehicle. The transmission offers overdrive while retaining an acceptable rear driveshaft length. The 1972-1979 CJ5 Jeeps are a prime candidate for this transmission. Since these vehicles use the Dana 20 transfer case. The saturn overdrive is not an option. Although the transmission does not have a granny gear, it still similarly geared to many Jeep transmissions like the T15 and T-150. The transmission is also well suited for older Broncos who seek a better option than the “3 speed top loader”. This fully synchronized unit allows you to split your gears at any time. The unit is available in a 27 overdrive.Through the years it has gone through several design changes. This unit is ideal for towing applications or improving gas milage by lowering the RPMs.It has a 1 year unlimited mile warranty from the date of shipment. For more detailed information and parts list, we can fax or mail you the Ranger Instruction Sheet (Ranger OD).Driveline and floorboard modifications are required.)Driveline and floorboard modifications are required.)On these applications we have found a few odd size input shaft bearings that Toyota used.Our award-winning history of innovation and expertise ensures we provide quality craftsmanship as we serve our customers with knowledge and integrity. Used: AcceptableLight soil to pages. The binder itself is rubbed, soiled.Please try again.Please try again.Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Register a free business account If you are a seller for this product, would you like to suggest updates through seller support ? Amazon calculates a product’s star ratings based on a machine learned model instead of a raw data average. The model takes into account factors including the age of a rating, whether the ratings are from verified purchasers, and factors that establish reviewer trustworthiness. From the factory they are configured as a rear shift. To change the location, you must purchase a mid or front shift kit (sold separately) and the rear shifter location is capped off with the provided plate. TREMEC TKO transmissions are a great replacement for Ford toploader four-speeds as they have been configured to bolt up to the stock Ford bellhousings. Keep in mind that TREMEC TKOs are larger and taller then their 4-speed counter parts. The only parts needed to convert from a three or four speed is a cross member, shift lever, shift ball, and shorter speedometer cable. The driveshaft length is not affected for the Ford conversion as the transmissions are the same length. The slip yoke may have to be changed to match the output shaft. And what about that flimsy old column shift three-speed. We've got that covered too. We apologize for this inconvenience and encourage you to visit www.motortrend.com for the latest on new cars, car reviews and news, concept cars and auto show coverage, awards and much more. MOTORTREND.COM This look at the parts and procedures is a good place to start. Several companies offer new AODs, like the Lentech Street Cruiser unit shown here, which includes a 12-inch non-lockup torque converter. It may need rebuilding before it can be used. For more than a decade, installing an overdrive-automatic or manual transmission into a vintage Mustang has been a popular upgrade. It's more common these days, but some people still aren't convinced of the numerous benefits of such a conversion. If you could only do one upgrade to your vintage Mustang that's a fairly nice driver and is reasonably complete, installing a transmission with an overdriven top gear is the single best thing you can do to improve the car's overall usefulness. Shift an AOD into Fourth gear or a T5 into Fifth, and engine speed is reduced by more than 30 percent while vehicle speed remains the same. Other major advantages include better fuel economy, less engine wear, quieter cruising on the highway, and in the instance of the typical T5, even better off-the-line acceleration due to a lower (numerically higher) First-gear ratio compared to four-speeds like the vintage Top Loader. The T56 six-speed is much stronger than a T5, although at 115 pounds, it's at least 30 pounds heavier and considerably larger than a T5. Standard equipment in the '00 Cobra R, '03-'04 Cobra, and upcoming '07 Shelby GT500, a T56 can be installed in a vintage Mustang if you really want one. We're covering swaps for both automatic and manual transmissions, as well as another popular swap, converting a car with an automatic to a manual. There are separate sections for each of these three possible avenues. Avoid doing the process twice by swapping to a four-speed, then realizing later that a five-speed is clearly the better option. In any case, an overdrive transmission, either an automatic or a manual, is an upgrade you'll love more and more every time you drive your vintage Mustang. Having owned and driven numerous early Mustangs and other vintage Ford cars with either a T5 or an AOD, we can tell you the appeal of the conversion never wears off. Four-Speed Automatic Since a majority of the vintage Mustangs produced came with either a C4, FMX, or C6 automatic, we'll begin with installing an overdrive automatic in their place. These days, it's nearly a bolt-in since much of the research has already been done. The Ford AOD has at least as much aftermarket support as a C4, and there are numerous options for obtaining one. New AODs also come with the correct torque converter for your application based on discussions with the companies that build the transmissions. If you're thinking about a used T5 out of a Fox 5.0 donor car, stick with the '90-and-newer versions as they are the strongest and have the most upgrades from the factory. The T5s found in '94-'95 5.0s won't work because those units have a longer input shaft which won't work in a vintage swap application. Another route is a used AOD from a donor car. The best choice is one from an automatic-equipped '86-'93 5.0 Mustang, all of which were equipped with AODs. For a carbureted vintage Mustang, the AOD-Es and 4R70-Ws found in later 5.0s and 4.6s aren't good choices as they are computer-controlled and can't be set up as easily in a vintage car. Stick with a Fox-body AOD from a '93 or older 5.0, and you'll be in good shape. The torque converter in a Fox 5.0 will also work in a typical vintage Mustang. The next main component you'll need is an aftermarket crossmember because the stock one won't work. Several sources offer automatic- and manual-transmission crossmembers for '65-'73 Mustangs, including Ron Morris Performance, California Pony Cars, DB Performance Engineering, National Parts Depot, Mustangs Plus, and CJ Pony Parts. One stock piece that will work is your car's existing C4 transmission mount. It's just the right thickness to fit between an AOD and a crossmember designed for AOD swaps into vintage Mustangs. Moving on to the smaller but equally important pieces to complete a conversion, you'll also need a throttle-valve (TV) cable that does the equivalent for an AOD that a vacuum modulator and kick-down linkage does with a C4, FMX, or C6: It makes the transmission shift properly. With a carbureted engine, both Lokar (PN KD-2AODHT) and Ron Morris Performance offer TV cable setups that will work with an AOD. Wrapping up the laundry list of required parts for the typical vintage-Mustang AOD swap, you'll also need an AOD dipstick and tube (the ones from a Fox 5.0 donor car will work). A shift linkage that connects the AOD trans to a car's stock shifter (which will also work) and a flexplate are both available from Ron Morris Performance. An AOD yoke can be ordered from a Ford dealer. You'll also likely need to relocate the transmission lines where they connected to the C4 from the radiator. Ron Morris Performance offers an AOD crossmember for '65-'66 Mustangs. It features TIG-welded construction, a black powdercoat finish, and comes with new mounting hardware. The lightweight unit allows easy access to all four transmission-mount bolts. In addition to an AOD yoke to be installed on the driveshaft, the car's driveshaft needs to be shortened, around 1 inch in most cases. Each car should be individually measured to confirm. Parts Needed for an AOD Conversion AOD transmission AOD crossmember C4 transmission mount Flexplate Throttle-valve (TV) cable AOD dipstick and tube Shift linkage to connect transmission to shifter AOD yoke Five-Speed Manual Any vintage Mustang equipped with a three-speed manual, T-10 four-speed, or Top Loader four-speed is the ideal candidate for a T5 five-speed swap. While these three transmissions are pretty much bulletproof and installation is similar to a T5, we're going to focus mainly on the T5 conversion as it's the ideal five-speed overdrive transmission for any stock vintage Mustang with a 289, 302, or 351 engine. For the typical AOD swap, Ron Morris Performance carries a flexplate that will cover the majority of applications using a 289, early 302, or 351W engine. There are similarities with T5 and AOD swaps; the most apparent is that you'll need an aftermarket crossmember. As with AODs, numerous sources offer T5 crossmembers, including Ron Morris Performance, California Pony Cars, DB Performance Engineering, National Parts Depot, Mustangs Plus, and CJ Pony Parts. The next section is more applicable to cars with automatics, so here we'll assume an existing vintage Mustang is factory-equipped with a three- or four-speed manual trans. Recall that a stock Mustang floor shifter has three detents, the same number as found in an AOD, since there isn't a detent in a stock AOD for Second gear. There's lots of good news with this. You can retain a car's factory clutch linkage and bellhousing because California Pony Cars offers an adapter plate that allows you to join a T5 with a stock Top Loader four-speed bellhousing. The stock bellhousing is modified with two holes so it will accept the adapter plate. From this point, the T5 installation is virtually a bolt-in. A car's existing clutch can be used along with a stock Fox Mustang or late-model aftermarket shifter. Sources such as Mustangs Plus or National Parts Depot also offer vintage-look shift handles that bolt to a T5 shifter. You could also use the stock late-model T5 shift handle and knob if you want. To wrap up a T5 swap, the tasks at this point are about the same as an AOD conversion. You'll need to install a T5 yoke on the driveshaft and shorten it a predetermined length, again around 1 inch. During an AOD conversion at the Ron Morris Performance shop, this is what was removed from a car prior to installing the new parts. Shown here are the stock C4 trans, crossmember, driveshaft, flexplate, dipstick and tube, block-off plate, starter, and transmission mount. A stock driveshaft can be reused once it's shortened and fitted with an AOD yoke. The stock C4 mount and starter can also be used with the AOD trans and crossmember. Parts Needed for a Four-Speed to T5 Conversion T5 transmission Top Loader bellhousing-to-T5 adapter plate T5 crossmember T5 shifter and handle C4 transmission mount T5 yoke Automatic to Five-Speed Manual Since the vast majority of vintage Mustangs were equipped with automatic transmissions, it stands to reason that many enthusiasts will want to convert to a manual trans, which usually meant a Top Loader or T-10 four-speed back in the day. Swapping from a C4 to a T5 is an excellent upgrade, and the task is similar to going from a four-speed to a T5. However, since a car with an automatic doesn't have a factory clutch linkage, there's an alternative that works perfectly for this swap. You can also go this way with an existing manual-trans car if desired. For installing a T5 in a vintage Mustang already equipped with a manual transmission, these pieces from California Pony Cars (CPC) will get you down the road. Shown here are CPC's T5 crossmember, its adapter plate, and a transmission mount. Also here is a vintage-style shift handle that bolts to a stock late-model T5 shifter. At the bottom is a T5 yoke that needs to be installed on an existing driveshaft, which in turn, needs to be shortened, usually about 1 inch. Of course, the most obvious thing needed for this conversion is a manual-transmission pedal set with a clutch pedal. You'll also need a complete clutch setup with the correct flywheel, as well as a late-model T5 bellhousing and clutch fork. Where this swap differs compared to cars already equipped with a stock clutch linkage is that the best way to go is a cable system, similar to what's used in a late-model Fox 5.0. Both Ron Morris Performance and DB Performance Engineering offer a clutch-cable conversion designed for vintage Mustangs. The DBPE system takes care of two issues at once by offering a complete pedal setup along with the cable, while the RMP system is an excellent option as it works without having to drill holes in the firewall. RMP also offers a corresponding clutch pedal to work with its cable system, though you'll still need to procure a pedal setup. Other than the late-model T5 bellhousing, pedals, and cable kit, the rest of the swap is the same as the conversion from four-speed to T5. That is, you'll need the same crossmember, shifter, C4 transmission mount, and T5 driveshaft yoke. You'll also need to shorten the driveshaft about 1 inch. Parts Needed for an Automatic-to-T5 Conversion T5 transmission Late-model 5.0 T5 bellhousing Clutch Manual-transmission pedal set Clutch cable kit T5 crossmember T5 shifter and handle C4 transmission mount T5 yoke The CPC adapter plate drops right onto a stock Top Loader four-speed bellhousing after two holes are drilled in it to accept the plate. Manual to Four-Speed Automatic Though not likely done very often, it's possible to convert a car from a manual transmission to an AOD. The needed parts are basically the same as going from a C4 to an AOD, although you'd likely want to get an automatic brake pedal. A radiator designed to work with an automatic and an auto-trans shifter are required. Everything else listed for an AOD swap remains the same. Four vs. Five One of the biggest benefits of a T5 over any standard four-speed manual is that it has an overdrive (less than 1:1) top-gear ratio. The numbers are also similar for AOD conversions. It may not display this or other websites correctly. You should upgrade or use an alternative browser. Around 60 i think it turns about 3200 rpms, which is a little too high for my liking. I'm looking at trying to find a 4 speed manual with overdrive, overdrive being the 4th gear. Any ideas what to use and where to look. Thanks guys!This was commonly used in pick-up and vans applications. GM also used this trans in.You 'might' be able to re-drill your bell for the gm trans. The Mopar will require a spacer. The Mopar front bearing retainer is HUGE, dunno what gm used.