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Through the 1950s, all makers were working on their own automatic transmission, with four more developed inside GM alone. All of GM's early automatic transmissions were replaced by variants of the Turbo-Hydramatic by the 1970s.Manually shifted on Column. ) The basic rear-wheel drive Turbo-Hydramatic spawned two front-wheel drive variants, the transverse Turbo-Hydramatic 125, and the longitudinal Turbo-Hydramatic 425. A third variant was the light-duty rear wheel drive Turbo-Hydramatic 180 used in many European models.Also manufactured and used by Holden as the Trimatic transmission. Ford led the design of the 10-speed transmission, as well as filing the design patents for said transmission. According to an official report by the SAE (Society of Automotive Engineers) the design of the 10-speed gearbox is essentially all Ford, while GM was responsible for designing the 9-speed 9T transverse automatic gearbox. As part of their joint-venture, Ford will let GM use the 10-speed transmission with rights to modify and manufacture it for their own applications.Retrieved 2019-07-16. Retrieved 2019-07-16. By using this site, you agree to the Terms of Use and Privacy Policy. We offer quality rebuilt manual transmission, parts and rebuild parts kits that are designed to be top of the line. After locating correct unit a link is supplied to provide detailed information on specific kit and parts that are available for your unit. Information is provided for General Motors 3 speed, 4 speed, 5 speed and 6 speeds manual transmissions. Those from 1955-68 may have electric overdrive. Some of 1964-65 units have larger gears with the same tooth count as the 1940-68 units. Fully synchronized with 30 tooth synchro rings. 1966-69 units may have electric overdrive. It has a four step cluster and all the gears are helical cut. Has case casting number T16-1X. Found in heavy duty applications. Fully synchronized with 36 tooth synchro rings.http://miss29.ru/upload/3g3rx-manual.xml
This is the only GM 3 speed with the same bearing front and rear. This transmission is found in performance applications. Fully synchronized with 36 tooth synchro rings. Same unit as Ford RAT except for a GM bolt pattern to the bell housing. Has R28-20-15 cluster gear. Found in heavy-duty applications. Casting number T10-XX or 13-04 are on passenger side of case. They all have 9-bolt side covers and 36 tooth synchro rings. Reverse shift lever is located in the extension housing, along with main shaft reverse which is a straight cut gear. Some of the early units, found mostly in Corvettes, have a front nut like the Muncie M21. 1984-88 units have overdrive. The side cover has 7 bolts and 2 shifter cams. The synchro rings have 36 teeth and the unit has a 4-step cluster gear. Reverse gears are helical cut and are located in the extension housing. The side cover has 7 bolts and 3 shifter cams. The synchro rings have 30 teeth and the unit has a 5-step cluster gear. Reverse gears are straight cut and are located in the main transmission case. Shifter assembly is attached to the top of the extension housing where the two arms meet. The main case is open at both ends, the bell housing.There is an internal single-rail shift linkage with the shifter mounted on top of the extension housing. Front and rear main bearings are ball type and the cluster gear has a shaft running through it, that is supported by loose needles. Case casting is number 13-53. Front and rear main bearings are tapered. The cluster gear is solid and is supported on each end by cylindrical roller bearings located in the case. Case castings numbers are 13-51 or 13-52. The Isuzu logo is cast into the left side of the case. Is not found in the Chevy LUV. It has a rectangular cast iron front bearing retainer and a 27 tooth rear output shaft. The front and rear countershaft bearings are both 25x62x17. Side-loaded with either aluminum or cast iron case and used in both gas and diesel applications.http://navigator-nsk.ru/userfiles/3gm30-service-manual.xml
All of these units are 3 speeds with Overdrive. All gears on the countershaft are removable except for 1st. Early units have threads on the input shaft and do not have a front seal. Has GM casting numbers and one P.T.O. covers. Non-synchronized 1st with brass synchro rings for 2nd-4th. All main shaft gears ride on bushings pressed on the shaft. The only gears that are removable from the countershaft are 3rd and 4th. Has GM casting numbers and two P.T.O. covers. Non-synchronized 1st gear, synchronized 2nd-4th. There are no brass synchro rings. Casting number is C-9XXXX. All gears, including reverse, are helical cut. See New Process 435 for more information. Casting number is C-9XXXX The bell housing. is not part of this transmission. It has a removable tube that the throwout bearing rides on. The main bearing in this unit is comprised of caged needles in shell races. Loose needles and flat thrust bearings are used throughout the transmission. Casting number is 13-38. Limited parts availability. Isuzu logo is cast into the drivers side of the case. This is found only is GM diesel applications and has a different starter position than the unit that goes into the Isuzu vehicles. Aluminum case with top cover, internal single-rail shift with the shifter mounted on the extension housing. Casting numbers on the case, cover or extension housing are 13-51 or 13-52. 5th gear (overdrive) is located at the rear of the transmission in the extension housing. The cluster gear is supported on both ends by cylindrical roller bearings. The number on the front cluster gear is DK55836. All five synchro rings are brass. If you are unable, you can check the number of the front cluster bearing. The number on the front cluster gear bearing is 67010BCE.These similar transmissions have three different designs and designations. Teardown is necessary before ordering rebuild kit as the differences between them are integral. It is a fully synchronized Overdrive transmission (including reverse).http://www.drupalitalia.org/node/66054
It may be identified by a tag attached to the P.T.O. cover. The four main supporting bearings in this unit are tapered. Reference Guide Parts illustration. Please add content. See: How to improve articles. This page also offers overall dimension, gear ratios, and number of gears available in each transmission, and originating year, make, and model.The letter is the month. The next number or two numbers will be the day of the month. The last number is the last digit of the year. Transmissions with a TV cable MUST have the cable adjusted properly and freely moving to work correctly. Not having a TV cable connected, moving freely, and not adjusted can severely damage the transmission.On an AMC the cable moves in as throttle is pressed, is fully out at idle.It was also used by many other manufacturers such as Rolls Royce and Jaguar with an adapter ring. The AMC engines also used the TH400 with an adapter from 1969 until late 1973 when GM cast an AMC specific case (and discontinued the Universal TH400). The TH400 AMC case was used until the end of 1979 model production.Transmission corresponded to the size engine, same as AMC car usage.Ford-O-Matics were also offered with all three bolt-common V8-pattern bellhousings. It will effect a more firm feeling shift, therefore it is not recommended for those transmissions which specify Dexron only. Cast aluminum FMX transmission pans having fins for increased cooling of the fluid used to be made when these transmissions were more common. Nowadays, one of the best higher performance add-ons for the FMX type transmission is an auxiliary cooler mounted with the radiator, to help prevent the transmission fluid from overheating under hard use.The tranny has been used in well over 200 applications and continues to appear in multiple production applications.ASYASUNGER.COM/images
The T5 can be split into two main categories: the early Non-World Class (NWC), rated at 265 lb-ft of torque capacity, followed by the World Class (WC) version beginning in 1985, rated at the same torque. The WC boxes are the only ones worthy of performance applications, but they still exhibit a couple of weak areas. The gear ratios are shown below. There are myriad T5 boxes used, just within the Mustang world. There are also varying Third- and Fourth-gear ratios, depending on the year of the trans. In 1983, the T-5 was introduced to Mustangs and are currently still used in the V-6 Mustangs. The T-5 is the only American made standard transmission to span almost 20 years of production. Because of the large quantities of T-5's produced, many parts are interchangeable. There are now over 200 different T-5 transmission assembly part numbers and still counting.In 1983 and '84, Ford used non-World Class T-5 to improve performance and gas mileage at the same time. The NWC boxes had 2.95 first gear set with 1st, 2nd, 3rd, gears riding on a solid output shaft. The counter gears spin on straight cylindrical bearings with thrust washer in front. 3rd, 4th and 5th gears used solid bronze synchros. 1st and 2nd gears used fiber linings bonded to steel rings.Needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings. All main shaft synchros were fiber lined steel rings to improve ring surface area while 5th remains bronze. By improving the surface area, the synchro slows the gear faster making for smoother shifts.Synchro linings on 3rd, 4th were improved by changing to carbon fiber to further improve shifting. The Cobra boxes also received a reverse brake and synchro assembly where there was none before. Just about everything else remained the same.In the SN95 Mustangs, the bell housing in both 3.8L and 5.0L was made longer to place the T-5 shifter in the correct location to the body.
This in turn required the input shaft to be longer. The neutral safety switch was eliminated, as it was no longer needed. Everything else remained the same.No longer is there a mechanical driven cable system. It has the longer input shaft equipped with a steel front bearing retainer and reverse synchro brake assembly.While the 4 cylinder T-5 may appear to be the same, they are not. Most 4 cylinder T-5s received a 3.97 gear set with a.79 overdrive and used a small input pilot bearing shaft. Four cylinder T-5's should not be used behind a V8, even when the pilot bearing ID is decreased to match. Simply put, they will not hold up to a V8. Besides first gear is much too low to be usable.Used in the right application, the T-5 is a good transmission.The big three used them in the late '70s. A toploader 4-speed will swap into the bellhousing and clutch. Also the output splines are the same (28 spline). From compact to midsize cars the trannies are the same length as the 3-speed.Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.The original Ford bellhousing won’t work.The original Ford bellhousing won’t work.Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.The original Ford bellhousing won’t work.This was also the same bearing that T-96 and T-14 used.In AMC case the bottom right bolt is kicked out toward passenger side. Input shaft, tail shaft and tail shaft housing are different and cannot be used. But most internals of the Ford should work since they use the basically same case (although ratios are different).Later when GM used this transmission, the tooth count was changed to a stronger 30 driven by 16.T-14 was used in all others with the 232ci inline 6.Also in 1968 the 232 inline 6 moved up to the T-14 and the 290 moved up to the T-15.All others used the 150-T for 232 through 304 engines.Two gear sets (2.61:1 and 3.
10:1)There's only one 1968-'72 main shaft.It would make sense to use the deeper gears with the taller axles.Input shafts lengths also vary between the two applications.It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.They all tend to have long input shafts compared to the Jeep and Ford T-18s. All of the T-18s used in the Scout 800 and Scout II are the close ratio T-18 with a first gear ratio around 4:1. It is an excellent transmission, but it doesn't have the low first gear ratio off-roaders want. Other IH trucks use wide ratio T-18s.The Dana 20 used in Scout trucks uses the same bolt pattern and input gear as most Dana 20s used in Jeep trucks. The transmission to transfer case adapter for the Dana 20 used in IH trucks is short like the adapter used in Jeep trucks. Rebuilding one of these transmissions with a Ford or Jeep input shaft may be a way of getting a low buck T-18 in your Jeep.These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and overdrive unit. The output shaft of the tranny was shorter and splined to fit the overdrive unit.Cases remained the same, as did overall internal design.The rear bearings are the same.The standard gear cluster should fit the J model as well.This was also the same bearing that T-96 and T-14 used. The OD unit is the same for all.It is heavy duty like the T-18, but a bit more prone to wear since bearings and lubrication are not as good.They are believed to be 'Jeep only' transmissions.After mid 1989, used only in 4-cylinder Wranglers.It was a column shift only.The L-D unit has a sump and hydraulic pump similar to an automatic transmission. It worked similar to a 2-speed automatic, having 1:1 direct drive and overdrive. It has a sliding clutch assembly to engage OD instead of a band like used in an automatic transmission, or a locking pawl like used in the B-W units.The OD unit is the same for all.
There is an electric kick-down to disengage OD. This switch is usually mounted on the accelerator linkage.These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and OD unit. The output shaft of the tranny was shorter and splined to fit the OD unit as well.Only difference is depth of the bellhousing and consequently the length of the transmission input shaft. They can be interchanged.This includes the 258 six. Also shared with the SR-4, and some 150-T. The original Ford bellhousing won’t work.It's definitely the right shape for a GM bolt pattern, although it’s not drilled.This is why the above way of identification of T-10s might not always be correct.T-96 may have a casting mark) and has six bolts (instead of four like on T-96) retaining the top cover.Please cleanup and edit as necessary to avoid copyright conflicts. For details, see our copyright policy. After all, GM car manufacturers used 13 different types of four-speeds over the years. Some had specific uses, so you can narrow it down to a shortlist based on the vehicle make and model. It’s helpful to begin with the basics to make it easier to understand. What Does the Transmission Do. There are three types of transmissions or gearboxes that you’ll see in order from first to latest technologies: Manual Automatic Continuously variable transmission (CVT) Its primary purpose is to create a balance between speed and torque, or the power needed to move a vehicle forward. The differences between the types speak to the ways that it occurs. The engine and the wheels operate at different speeds, with the former turning at faster rotations per minute (RPM) than the wheels. When you turn on your vehicle, it’ll need to draw on a lot of power to get it moving. A higher torque, therefore, is necessary. On the other end of the spectrum, you don’t need as much power output when you’re driving on the expressway, hence, the need for balance.
A manual transmission is an enclosed box consisting of different sized gears, rods, meshes, shafts, cogs, and other parts, all encased in oil to keep things running smoothly. The gear ratio describes the relationship between the different components. Each gear represents a varying combination of them that, in turn, produce a specific power-speed output. It’s not unlike what you’d see on a bicycle. The first stick-shift vehicles had three-speed transmissions and lasted up until the 1960s. As the technology caught up, the industry moved toward four-speed ones. There’s no denying how fun a car with a stick shift is to cruise on the highway whether it’s a Chevy Corvette or a Ford Mustang. It puts you closer to the road and the driving experience. That brings the discussion to the Chevy 4 speed manual transmission identification. Both the outside and the inside provide vital clues to determining what kind you have, beginning with the brand. Types of Manual Transmissions GM has since moved on to different technologies. The four-speed is a relic of the past with innovation pushing the bounds to nine- and even ten-speed gearboxes. Each of the 13 four-speed manual transmissions had a specific application. That of itself is the first step toward a positive ID. Right away, you’ve narrowed the field. The run-of-the-mill vehicle probably has either the Borg-Warner or Saginaw. Muncie, on the other hand, is a different animal. It’s one that you’re more likely to find in high-duty or performance rides. The automaker used some models only on certain types of vehicles. So, if you have a car, the chances are you won’t find one meant for a truck under the hood. They also used different ones for certain years, the term referring to the date of the model and not a calendar date. Steps to Identifying a Four-Speed Manual Transmission The first step toward a positive ID is to figure out what is the brand of the part. Fortunately, that task is easier than it sounds.
Each of the top makes has a distinct shape. The entire transmission has a main case, side cover, and extension housing. The general form is the main box with a telescoping tube attached at the other end. Shape and Parts Borg-Warner is the most clear-cut. It has box portion has a straight end. The other part has a gradual narrowing with an abrupt smaller finish. The Saginaw is not as wide. The end of the case appears rounded with at least two visible protrusions. Finally, the Muncie falls somewhere in between. It is boxy like the Borg-Warner but with a slight curve. It also has two bumps along the edge. The telltale difference between the Borg-Warner and the other two is the number of bolts on the side cover. It has nine, whereas the Saginaw and Muncie have seven. You can tell the two apart by looking for the reverse lever. On the former, it’s on the side cover. On the latter, you’ll find it on the extension housing. Other parts to examine include the selector arms, noting how it’s attached to the main unit. Model Specifics Each model within the make’s line typically has slight variations that can pinpoint a range or maybe even a specific year. The Borg-Warner T10, for example, has a long run in cars between 1957-1988 and a brief one between 1968-1970 in vans. The T4 and T4C also had short spans. The T4 was only between 1983-1984 in cars and 1985-1987 in trucks. The TC4 lasted for 1982-1984. Sometimes, you can home in on the details by knowing the make and model of the vehicle in which it was found. The Saginaw manual transmission existed in cars from 1966-1984. However, it only stuck around between 1985-1986 in the Astro and Safari. On a side note, neither vehicle made a go of it either, with both going out of production too. A similar tale exists with the Muncie. It is the youngest of the three. The M21 and M22 led things off for cars in 1963 going until 1974. The SM420 followed by the SM465 in 1968 held up the reins for the truck side until it ended in 1991.
Materials The materials also vary with the make. Look at the construction. If the cover and case are cast-iron, it’s a Saginaw. If it has an aluminum cover, you’re looking at a Borg-Warner. However, some earlier versions had a cast-iron cover instead before making the switch to more weather-resistant materials. An all-aluminum transmission is a Muncie. If the four-speed manual transmission is a barn-find, the latter is probably still in decent shape. The others, not so much. It might be a good time to start checking out new truck prices. Casting Number All of the main parts of the transmission have a casting number that identifies the part and provides clues about when it was made. It is a physical trait, being within the mold. However, any vehicle manufacturer may tweak their designs. If an original one is modified, the casting number changes too. It is not interchangeable with the part number. It’s not unusual to find different casting numbers covered by the same part number. It’s the nature of the industry to change materials or refine a design. One thing that you can count on is that the casting numbers will get higher with each consecutive year. In other words, it’s newer. You may also notice the words, “PAT. PEND.” or “US PATENT NO” on a part which means, patent-pending or the official number, respectively. You can do a search on the US Patent and Trademark Office to home in on its date. It can identify the make too since the details of your search will include this info. The models of the Borg-Warner are T10, T4, and T4C. The last one was for trucks only. The casting numbers for the first one are either 13-04 or T10-XX. The second are 13-51 or 13-52. Finally, the last one is 13-53. Saginaw has one type of four-speed manual transmission, making the identification quicker after figuring out the make. The Muncie includes M20, M21, and M22. The distinction is the ratio with wide, close, and heavy-duty close, respectively.
IDing the transmission requires a look inside of the case. You will need to count things like the splines or teeth of the gears. Noting its location in situ can also identify the variation. The M22 or so-called Rock Crusher usually partnered up with big-block engines. Serial Number The serial number is where the money shot lies. It offers a lot of information to complete the story of the four-speed manual transmission. This figure is usually stamped and not a part of the mold. It’s also easily faked if you have concerns about whether it’s genuine or not. They often include a code for the date for helping you authenticate it. However, it’s not always as easy to decipher as it sounds. Auto manufacturers often use unique codes even for something as mundane as a month name. Muncie is a perfect example. Muncie Serial Number The serial number begins with a P followed by the month and day. The letter denotes the plant in which the manual transmission was assembled. So, P0201 means February 1. They didn’t add the year until after 1966. But wait. It gets better. Instead of a simple number to designate the month, the manufacturer went to letters with A for January and so on. Unfortunately, that wasn’t the case. What you’ll see for the ones after May is as follows: H for June K for July M for August P for September R for October S for November T for December There is also another number to denote the particular ratio. A stands for M20, B for M21, and C for M22. To decode it, you’ll need these bits of information. For example, a Muncie with P4H15A translates to a Muncie M20 assembled on June 15, 1974. Presumably, abbreviating it with this serial number gives a compact stamp that saves time and space. Identifying the Rest of the Transmission Bear in mind that some transmissions may contain a hodge-podge of parts. You may think you have one brand. But, when you look inside, your so-called matching-numbers parts isn’t what it seems.
That’s what makes knowing a vehicle’s history essential if it’s from an existing car or truck. You’re more likely to find a Saginaw or Borg-Warner intact and not necessarily rebuilt since the automaker used them on everyday models. The Muncie is the one that you need to check. Since it’s a performance part, it’s in high demand among collectors. Earlier versions may have components of later ones simply because the transmission and its housing were better made later in its production. Chevy 4 speed manual transmission identification isn’t difficult if you know what to look for in the part. Luckily, the makes are different enough to give you at least a starting point. Though the serial number convention is sometimes confusing, there is a method in the madness that makes knowing which one you have an easier task. Looking at the shape, materials, and structure of the main case, extension housing, and cover are excellent places to start in your search for a positive ID. The other information will help you get to its production date to begin the quest for its story. Your Top Tech Questions Answered! With help from Summit Racing’s tech advisors and other industry experts, we’ll answer those questions here at OnAllCylinders. Today’s topic: transmissions. It’s also a key question central to your vehicle’s performance, and it needs answered before you can proceed with a variety of performance or maintenance projects. Now, with help from Koval and the Summit Racing tech staff, we’ll help you figure out which specific automatic or manual transmission plants your vehicle’s rear wheels. According to Koval, the easiest way to identify an automatic transmission, though, is by transmission pan shape. “Almost all have their own shape and pan bolt design,” Koval said. “Some are square; others are shaped like Louisiana or Texas or some other comparable shape.
” Find your pan shape—and ultimately your automatic transmission—in the images below: The good folks at Summit Racing also provided us with charts for that: Click on your standard transmission speed below and match your manual tranny to the external characteristics and diagram notes: How many bolts secure the cover to the main case and is one edge of the cover curved or straight?” Are there mounting studs protruding from the side case or are the selector arms secured with a bolt instead? Once you’ve made a positive ID, your sales rep or tech advisor can steer you in the right direction for transmission replacement components, performance upgrades, rebuild kits, and other items to help harness all your vehicle’s power. During his 20-year career in the auto industry, he has covered a variety of races, shows, and industry events and has authored articles for multiple magazines. He has also partnered with mainstream and trade publications on a wide range of editorial projects. In 2012, he helped establish OnAllCylinders, where he enjoys covering all facets of hot rodding and racing. What Transmission Do I Have? (and More) C9ZP7006A is the code on the side. Is this a C4 or FMX? Thanks. One has a casting number of 304065903 and 3 grooves. The other has a casting number 3088386 and 2 grooves. Help! We’d suggest a call to our partners in the Summit tech department: 330-630-0240. I am not sure how to identify what it is. It is an automatic I believe. You can verify the exact shape and pattern here. Can you tell me what it goes to and if it is worth keeping for someone who could use it. Thanks for any help. However, the shifter levers are on the front instead of the back. The number stamped in the housing is Z91008601, what transmission is this? That’s all I know. Mine is in primo condition and for sale minus the side shift levers. If interested call me at 530-626-6043. Transmission tag ID 02AQ223647.
How can I tell if this is the original transmission or a replaced transmission. Thank you! Date 1-20-67; stamp by plug 2601100; stamp pat “bell” 670370126; stamp on tailshaft 2801097.Are this indentifications that I have a C5 transmission? Thank you. Check out this visual guide on different Ford transmission pan patterns, and this good guide on how to tell the difference between a C4 and C10. We’re pretty sure the R stamp refers to the servo type used. I wanted the same one.I bought a new gasket and filter for the pan the filter is the same the gasket is different the bolts don’t line up.I, too, have a b4000 Mazda. So now I have 2 pick-ups and 2 trannys in my driveway. Now for a couple questions: where are Id marks on tranny. How did u ultimately fix your truck. With difficulty find ding replacement, I’m wondering g if I should try rebuilding it instead.I’m putting this trans.I hope it is a Chevrolet trans. Thanks The transmission is cast iron with the letters HEF BC. What type of transmission do I have. Is it original to the car. What do the letters mean. I believe the HEF means 3 speed, 3.03. but what does the BC mean. I can find nothing about this transmission. HELP!!!! Is it a 4L60-E ? Just wondering what it is for sure. toploader. tag says RAN AN then K022541. What is this? thanks in advance. I need a reverse slider or sync gear with the synco keys and can not find one due to not knowing the proper tranny I have. Learn how your comment data is processed. All Rights Reserved.