4 speed manual transmission mopar
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4 speed manual transmission moparFirst 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. 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.http://www.bwawarszawa.pl/upload/bosch-maxx-4-wfc-2060-manual.xml
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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. 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?http://www.eximettrafo.cz/sites/bosch-maxx-5-1400-manual.xml 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. 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 can also supply the parts you need to convert to 4-speed if your car is currently an automatic.https://www.interactivelearnings.com/forum/selenium-using-c/topic/13263/02-mitsubishi-lancer-manual Our customer service, parts inventory, and technical support are second to none. All Rights Reserved. Website by AutoWebWorx.com. 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.http://www.acbc.wa.edu.au/images/4-speed-manual-transmission-power-flow.pdf 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. Ours was made of appropriately sized 0.125-inch wall tubing. See all 15 photos 11. Assembly of the main case began with re-installing the Reverse gear train, and then carefully lowering the cluster gear assembly to the bottom of the case (make sure the thrust washer tangs engage the slots in the case). Next the input pinion is inserted, however, the bearing retainer is left off for now. See all 15 photos 12. The extension was reassembled starting with a new rear bushing and seal. The First and Second speed gears and synchronizer assembly were installed on the mainshaft, along with a new bearing, and then the loaded shaft was dropped into the extension housing and secured with the retaining ring. This is most easily accomplished with the extension held in a vertical working position. See all 15 photos 13. The front stop ring should be secured to the synchro assembly with grease to hold it in position while the extension is mated to the case. To gain clearance for installation, slide the pinion and front (3 - 4) synchro forward, and set reverse gear to mid-position. With the gasket affixed to the extension, angle-in the extension housing assembly, engaging the roller bearings in the pinion bore. Move the front synchro back to neutral. With the extension loosely in place, clock it to expose the rear countershaft bore. Invert the trans case carefully to allow the cluster gear to mesh with the upper geartrain. Drive in the countershaft, making sure to clock it so that the woodruff key will align with the relief in the bore. Rotate the extension to its correct orientation, and bolt it down. My preference is to use grease as a sealer on both sides of the extension housing gasket. See all 15 photos 14. Once the extension is bolted up, the pinion can be secured with the bearing retainer. For protection against seepage, apply thread sealer to the bearing retainer bolts, and the front of the countershaft bore can be cleaned and knifed flush with silicone. See all 15 photos 15. The side cover and shift assembly finish the transmission. The forks must be loaded into the synchro clutch sleeves, and then the cover is lowered into place to engage them. With the brutal strength of a Hemi four-speed, pure stock looks and factory fit, and the extra-long legs of the overdrive ratio, the Passon Hemi overdrive has everything we want for our street-bound Mopar muscle car. Key Factory Torque SpecsChrysler A-833 4-Speed Editor-Curated Stories Directly to Your Inbox. SIGN UP Hot Reads 9 Reasons Dodge’s SRT Hellcat Durango Changes Everything 1928 Ford Model A Roadster '60s Drag Racer Intake Test. Something went wrong. View cart for details. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. 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, 1.00 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. This 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. Or should we say good things happened when Mopar went racing while staring down a deadline. The 426 Hemi, the Torqueflite and the New Process 4-speed were all born of race-bred challenges that needed a solution. Pronto. Of those three, we’re going to discuss the New Process A833 4-speed, maybe the most bulletproof manual trans ever bolted into a factory musclecar. Or rather the car she drove. By 1962, the Super Stock Mopars were breaking records and breaking the hearts of those directing Ford and GM’s racing efforts. Like matchsticks. A fix was needed. You may be asking what of the Borg-Warner T-10. It was behind many a 409 and Ford 406. But no, the 413 Maxies were too much for Mr. Warner’s hardware. And warranty claims would cost more than engineering a new trans. So onward the engineers went in their crisp white short-sleeved shirts, slide rules and pocket protectors.Jamie Passon of Passon Performance has taken apart and assembled more of these than anybody and says, “It’s a massive 3.5-inch distance. The largest of the musclecar-era transmissions. That large spacing means strength, strength, strength in a trans.” Just in time for the ’64 new car roll-out. When it came to shifting duties, nothing but the best was pressed into service: The Hurst 4-speed shifter, then a relatively new product itself. The engineers decided to build a couple of versions of the new 4-speed, split along Chrysler car lines, the A-body and B-body. Small cars and big cars, basically. The small car transmission has a 3.09-to-1 low gear, for obvious reasons. A big first gear gives smaller engines a jump off the line. But the Big Orange Monster’s power demanded the New Process trans be upgraded. Another gearset was incorporated for the late ’65 Race Hemi cars and then the new ’66 Street Hemi models. Again we refer to Passon’s expertise, “Bronze alloy bushings lined each gear now for aid in preventing gears from seizing to the mainshaft due to higher loads. The 18-spline came with a 307 bearing and retainer with a matching coarse-spline clutch disc (this would change to a 308 bearing ’68-72).” The whole thing was as tough as the Hemi itself. There was a synchronizer design change for ’68 with modifications to the strut key and slider design. They complained bitterly. Mopar listened and the Hurst unit re-appeared during the year. In mid-1970 the synchronizers and brass stop rings were redesigned. This meant less breakage on powershifts. It’s a design change that would be in place until the end of the transmission’s production life. Conveniently, it makes identification of a 1970-up box easy versus the 1969-previous model. Faux woodgrain plastic shaped like a gun grip attached to a flat chrome shifter was the hot set-up for the new 4-speed E-bodies.Sheet-steel interlock levers replaced the old pin-and-balls type. This meant new forged steel shift forks, replacing 1970 and previous brass. The 440 and Hemi cars received a new 2.44 first gear. Through the decades, it was fiercely shifted by Mr. 4-speed himself, Ronnie Sox, “Dandy” Dick Landy and Herb McCandless during the Super Stock wars, fulfilling its original purpose. It withstood the brutish power output of the race and street Hemi-powered Muscle Mopars and got Grandma down the road in her Slant 6 Valiant too. Indeed, it seems they built the perfect beast. He's also spent over 20 years in the advertising industry as a copywriter and creative director. With pen in one hand and pistol-grip shifter in the other, Des is bringing his two passions together to keep you Direct-Connected. I pick up this transmission and transfer case from a kid pushing carts at the local Wal-Mart for 25 smackers. 15years later I get around to possibly using this cute little hunk of steel, do my research and come to the conclusion that this things an a833. Now here’s the, at least confusing to me, part of the equation. It has a gm bellhousing bolted to the front and a np 208 passenger drop transfer case hanging off the rear adapter. So the question I have is were these transmissions mopar only and this has special adapters front and back, or were these used in m trucks at some time. Plus by the stamping I’m lead to believe that this unit is possibly a 85 model year if I’m guessing the numbers correctly. Any help and guidance will be greatly appreciated. Two of the attachement bolts to the Bell housing were in a different location than the Munci transmissions. There were generally six bolt holes on the bell housing to allow mounting of either. The length of the A833 is the same as a muncie. Mopar Connection Magazine is the ONLY daily Mopar Magazine bringing you the latest Mopar news, technology, breaking news, and Mopar related events and articles. Find out the latest information about Mopar, Mopar products and services, stay up to date on Mopar enthusiast news, dealership information and the latest Mopar social media buzz. Sign up for the Mopar Connection Magazine newsletter for the latest information about new products, services and industry chatter. Mopar Connection Magazine is the best and only source you need to be a Mopar industry insider. The assembly includes the gearshift Formed from the correct gauge steel then. Includes proper Formed from the correct gauge steel Machined with all of the Also used on Formed from heavy gauge Also used on All 1970 B-Body cars with The bracket bolts to Also used on 1975-78 Cordoba, Charger, The bracket bolts Formed from heavy gauge Also used on ALL 1970 A-Body Formed from heavy gauge steel and zinc Includes correct Formed from heavy Also used on ALL Formed from heavy Also, two bushings required for Countershaft endTransmissionsMay be more or less depending on theUsed on big block Mounts under side Also found in. Formed from Once in place, Formed from correct gauge Bellhousing includes Bellhousing includes Includes 2)countershaft thrust These kits are correct. The casting numbers are located onThis kit does not include This retainer is to be usedThis retainer is to be usedThis part is attached to the outsideThis is a cheaperRemoval andCount teeth on your ring gear to be surePrevents cable fromMade from the correct Comes with correct. We will reopen on August 17 for normal business hours.It is the only five speed transmissionGET IT NOW Whether you own a Polara, Road Runner, Challenger, or Ram truck, you need to have a transmission that is in top-notch, working condition. Packed with decades of first-hand experience, this book gives you the confidence to pull out your A-833 and tear into it! All rights reserved.Please enable it for a better experience of Jumi. You can opt-outUnit comes with complete Hurst pistol grip setup. Clutch setup consists of fly wheel and clutch and pressure plate from Power Force. Also included is bell housing boot and clutch fork, and throw out bearing. If you prefer you can chose a Three Finger pressure plate setup. Unit is almost new. Worked perfect out of newly restored car. Motor was sold out of car with virtually no miles on it. Any questions feel free to call: 914- 523-6780I can withdraw my consent at any time by unsubscribing. Based on the radius, a new location list is generated for you to choose from. All Exhaust manifold studs and gaskets replaced last week ( common and costly problem on hemi) Try folding tunnel cover, line x bedliner, weather tech mats, wheel to wheel steps, snow tires on rims as well. Supper clean and well cared for truck.I require the following pieces: -Pedal set including support bracket -Clutch pedal rod and boot -Z bar( or torque shaft) -lower clutch rod (linkage) and fork Let me know what you may have. Thanks a bunch. Call, text or email. JIMDate coded July 17, 1969 (2911). Has large 308 bearings, brand new in boxes for both input (23 splines) and output shafts. Also comes with roller bearings, snap rings and spacers kit. Add your gasket kit and syncro rings to put back together. Output shaft and all gears are in good condition. No pitting on any of these parts. Was keeping as a spare for my car - sold car.Automatic,48RE QUAD CAB2005Dodge Ram 1500 4x2, 4.7L V8 MPI, 5-Spd Automatic 545RFE SLT QUAD CAB2007Dodge Ram 1500 4x2, 4.7L V8 MPI, 5-Spd Automatic 545RFE SLT REG CAB2007Dodge Ram 1500 4x2, 4.7L V8 MPI, 5-Spd Automatic 545RFE ST QUAD CAB2007Dodge Ram 1500 4x2, 4.7L V8.Stop in for a free coffee; experience the Spelmner differenceAutomatic,48RE QUAD CAB2005Dodge Ram 1500 4x2, 5.7L Hemi V8, 5-Spd Automatic 545RFE LARAMIE MEGA CAB2008Dodge Ram 1500 4x2, 5.7L Hemi V8, 5-Spd Automatic 545RFE SLT MEGA CAB2008Dodge Ram 1500 4x2, 5.7L HEMI VCT, 5-Spd Automatic 545RFE MEGA CAB2009Dodge Ram 1500 4x2, 5.