Hello, my partner! Let's explore the mining machine together!

[email protected]

chevy rock crusher 4 speed

how to identify a m22 rock crusher | it still runs

how to identify a m22 rock crusher | it still runs

An M-22 "Rock Crusher" is a Muncie four-speed transmission for cars made by General Motors in the 1960s. Identify a transmission type correctly before fitting it into your car. If you have the incorrect transmission, your car may not function properly. You can identify several unique signs that identify an M-22 "Rock Crusher," even if it does not have a GM hallmark imprinted on its surface.

An M-22 "Rock Crusher" is a Muncie four-speed transmission for cars made by General Motors in the 1960s. Identify a transmission type correctly before fitting it into your car. If you have the incorrect transmission, your car may not function properly. You can identify several unique signs that identify an M-22 "Rock Crusher," even if it does not have a GM hallmark imprinted on its surface.

Check the casting number, the production year and the gear ratios on the aluminum serial number plate attached to the transmission box. Every GM Rock Crusher has a casting number with which you can easily identify a transmission box.

Count the input shaft teeth to find out the make of the transmission. Input shafts differ in each GM transmission, so you can easily identify an M-22 "Rock Crusher by its input shaft count. Each transmission has different numbers of teeth. An M-22 "Rock Crusher" always has 26 teeth.

Janos Gal has been writing since 2008. He wrote for the "Global Journalist" magazine in 2008 and for the "Estrella de Arica" daily in 2009. Gal has traveled extensively in Europe, South America and the United States. He holds a Bachelor of Arts, honors, in journalism from Edinburgh Napier University.

the 1965 chevrolet m22 rockcrusher transmission: the mystical transmission

the 1965 chevrolet m22 rockcrusher transmission: the mystical transmission

Although all previously published data has denied or excluded the existence of the 1965 M22 transmission, this author has uncovered the trail behind this mystical transmission. The complete history of M22 prototypes is covered in Volume 2 of the book series Chevrolet by the Numbers but what is covered here is the proof of the 1965 M22 and how it came to be installed in 1965 Corvettes and passenger cars.

I had heard rumors for many years that Chevrolet had produced a special run of 1965 M22 transmissions, but I could never find any proof to substantiate the claim. Many Corvette (NCRS) officials still refuse to discuss the possibility that this transmission was installed in 1965 Corvettes. I believe that with the documentation presented here, there should be no doubt left in anyones mind that this series of events took place.

During the Grand Sport Corvette Race Program, Chevrolet instituted a field test using the M22 transmission. This field test was successful and specific design changes were made to the existing Muncie transmission platform to bring M22 production units into existence. A Chevrolet Engineering Change Recommendation #68715 was issued on December 19, 1964, that proposed the changes required to change the M20-21 into the M22 rockcrusher transmission. This ECR is referred to several times through the 1965 Corvette A.I.M. (Assembly Instruction Manual) withthe date stated on the A.I.M. sheets as April 23, 1965. This same ECR states that the M22 is to be used with Corvette options RPO L76, L84, and L78 for 1965. This transmission was also released for the 1965 passenger car with the L78 engine. One thing that must be kept in mind here is that this document does not prove that any M22 transmissions made it to production vehicles.

During my research on Muncie transmissions, I gained clearance to visit the Muncie assembly plant in Muncie, Indiana. Many of the original key employees have now retired. I looked for originaldocuments at the plant for several days. After failing to turn up anything in their basic files room, I was taken to a dingy upstairs room above the plant, which was padlocked and surrounded by a woven wire fence (Similar to the Chevrolet Central Office Records Retention Area in Introduction.) In this room, I proceeded to find the build records, shipping records, transmission code sheets, and transmission build sheets for all Muncie transmissions for almost twenty years. Little did I realize that at that time I had found the proof needed to validate the 1965 M22 transmission.

The first substantial piece of documentation I found concerning the 1965 M22 transmission was the complete breakdown sheet for all M22 transmissions from 1965 through 1974. This sheet lists by model year, each M22 assembly shipped from Muncie with accumulative totals across the bottom of the page. Across the top of the page are the words First Build 4/15/65 1st Shipment 4/19/65, recap of M22 (Rock Crusher) Trans. By comparing these M22 transmission assemblies to Chevrolets 1965 transmission identification codes, I found a perfect match. This transmission identification code list was issued by the Chevrolet Facilities and Product Planning Department Planning Section. This code list listed the model code, RPO (regular production option), specific transmission type, gear ratio, transmission part number, and transmission letter code designation. At the bottom of the transmission codes page, there are notations dated March 25, 1965 that these same transmissions were added to the codes list. This document is stamped Received March 31, 1965 Chevrolet Material Department. Muncie. Since the complete breakdown sheet only gives the total M22 units built, I then had to refer to the accumulative shipments lists which would give me a breakdown of the total units. On this shipment list, there are several columns which show assembly plants, GM of Canada, McKinnon Industries, Oldsmobile, Pontiac, Service and SS Automobiles. By referring to this sheet I could tell which transmissions were built and where they were sent. From the comparison of these three documents, I have deducted the following breakdown of 1965 M22 transmissions which were installed in production in assembly line vehicles.

At this time during my research, I realized that even though all of this documentation was great, I needed a legitimate car to verify that these transmissions had actually made it to a factory assembly line. I contacted an old friend of mine, Darrell Sheppard, (of 4-Speeds by Darrell fame) who had helped quite a bit with the book project already. Just by chance, he had just been contacted by someone who said he had a 1965 M22 transmission and was looking for specific information pertaining to the possibility that Muncie built these transmissions. Darrell gave me the name of this gentleman and I gave him a call. He proceeded to tell me that the car he had just bought a car which had an extensive race history and he had complete documentation as to how the car was ordered, shipped and delivered. Since this car was a Canadian shipped car, he also had the shipping records from Chevrolet of Canada. He immediately sent some snapshots to me of the transmission which started several months of letters and phone calls. He also later supplied me with more detailed photographs of the transmission.

There are several interesting features which are special in the 1965 M22. All 1963-65 M20 and M21 transmission used a 7/8 countergear pin in all assemblies. During prototype testing, this 7/8 countergear pin was found to be the weak link in upgrading the Muncie transmission. This upgrade was mandatory due to the advent of newer and more powerful engines that were to be introduced to the Chevrolet engine lineup for the next several model years. Although other sources have stated that the upgrade to a new 1 countershaft pin bore started with the 1966 model year, it actually began in the 1965 M22 transmission.

Another change for the M22 was the new low helical-angle cut gear set which increased the inner strength of the transmission dramatically. This gearset was quite noisy and from all indications was called the Rockcrusher transmission from the beginning by all Chevrolet and Muncie engineering staff. The 1965 M22 maintained the 10-spline input and 27-spline output as all other Muncie transmissions from that model year.The 1965 M22 also had the drain plug boss drilled and tapped for a magnetic drain plug. This was not done on the M20 or M21 transmissions.

There are several features on this specific M22 transmission which should be mentioned here. The primary feature which seems odd is that the casting number on the main transmission case has been routered off. This was done intentionally to these transmissions to take off the original casting number. The 1964-65 Muncie transmission main case casting number was #3851325. It was designed for the use of the 7/8 countergear pin inside the transmission assembly. To manufacture the M22, the #3851325 case had to be drilled out to 1 to accept the special countershaft pin. A new maincase was not to be released until the start of the 1966 model year. Since the Muncie transmission plant did most of their own prototype work, they had a specialassembly line set up in which all prototype transmissions were run. If there were any changes made to the maincase, all original casting numbers were routered off the maincase so all internal personnel would realize that the case had been altered in some way. Since there were only 57 M22 transmissions built in 1965, the cases were routered off just like a typical protype. The primary reason the M22 transmissions went down this line was because internally they were regarded as limited-production assemblies with a modified or altered maincase. The M22 continued to use the same tailhousing, side cover and front bearing retainer as all other Muncie transmissions.

The final aspect of this transmission which solidifies this information is the fact that this transmission had to be built on or after April 15, 1965, due to the original M22 breakdown sheet which has the words First build 4-15-65 1st Shipment 4-19-65 at the top. When I originally contacted the owner of this car, I did not mention the date at the top of this page. It was quite a revelation when I received the photographs that you see pictured here, and the date matched exactly to the breakdown sheet. Also, the correct VIN was stamped into the maincase whichmatched all the paperwork to be mentioned later.

Since this particular Corvette has played such an important part in this research, I believe that the documented history of this car deserves mentioning here. This 1965 Corvette was ordered by David G. Billes of Willow Dale, Ontario, Canada on March 22, 1965, from Gorries Chevrolet/Oldsmobile in Toronto. Mr. Billes owned Canadian Tire, a huge auto parts and hardware chain throughout Canada. The car was ordered specifically for racing purposes and, as you can see from the original order form, was equipped with the 396/425 HP engine, transistor ignition, F40 suspension and the very rare N03 36 gallon fuel tank. In the special instructions box under accessories, please note that this was a rush-competition car from day one. Also note that the car was ordered black with black trim in the top right box. The car was raced competitively during the 1965 racing season including the Canadian Grand Prix, at Mosport Park in Canada.

The next piece of documentation was the factory car order which was sent to Gorries Chevrolet to state how the car was to be built and that it was now awaiting production. On this document the 4 speed transmission option code listed the transmission as an M20. In 1965, all 4 speeds were ordered initially by the M20 4 speed designation. Depending upon the rear axle ratio, Chevrolet supplied either the M20 wide ratio or M21 close ratio transmission at their discretion. It has not been determined at this point of documentation which transmission will be supplied to the car at final assembly. Also the carwas assigned the factory car order number of #913211. This number is used to designate this particular car, the options assigned to it, and the schedule to build the car.

Also included from the owner was the photocopy of the Chevrolet Canadian build shipping record sheet. This sheet discloses date shipped, shipping control number, model type, vehicle identification, arrival date, trim, paint, and dealer number in columns, moving left to right. This particular Corvettes entry is the second from the last on the page. It shows shipping date of 6/17 and a factory control number of #913211 which matches the factory car order. The model is listed as 19437 (Corvette Coupe) as well as the VIN #S118966. This is the first time the VIN number is listed. This VIN number is stamped into the transmission case. The next column is the 6/17 arrival date, the next column was left blank because the car was receiving the standard black interior. The next column is the AA black paint code with the final column designating the 5526 dealer number which was Gorries Chevrolet. The actual body build date of the car is June 2, 1965. Please note that this car was to be delivered June 17. The order date was March 22, 1965. This car took 86 days to build on a rush order. It is believed that this car was late due to the fact that it was a N03 car and many of these cars were built and overseen by Zora Argus Duntov at the General Motors Tech Center.

The final piece of documentation regarding this car is the original salesmans copy of the delivery transaction. This sheet clearly shows the VIN #5S118966, the factory car order #913211, and all of the options which were installed in the car. The transmission designation is now M22, designating that this car was final assembled with the aforementioned transmission. There is one mistake on this sheet in that the color of the car is listed as blue. The car was delivered black and the original trim tag reflects this as well.

As I said before, I believe that the information presented here clearly substantiates the existence and building of the 1965 M22. I have given many specific details to these transmissions which could possibly be used to create a new flurry of 1965 M22 equipped cars. I want to warn anyone who might consider this fraudulent act: I have purposefully omitted some details relating to the 1965 M22 for this very reason. I also have the original Muncie shipping records which designate which transmissions were shipped and when they were shipped. It would be foolish at this point to try to counterfeit a similar transmission without the final pieces to the puzzle. If you happen to have a legitimate M22 car or transmission, please contact me at [email protected]

1955 chevrolet - 350 v-8 / munci rock crusher 4-speed for sale in cumberland college, kentucky classified

1955 chevrolet - 350 v-8 / munci rock crusher 4-speed for sale in cumberland college, kentucky classified

Beautiful 1955 Chevy 2 door sedan with a 350 V-8 engine and a smooth Munci 4 speed transmission. Only 2,000 miles on the engine. This automobile runs and drives like a brand-new automobile and prepares to drive anywhere. It has disc brakes. The new interior looks excellent. THE CAR OWNER decided today 6/17/14, that he didn't like the Red color in the paint so he took it to the paint shop to have the entire vehicle painted a gorgeous Jet Black color. He likewise thinks that he will certainly put some better wheels and tires on the vehicle. I will get new images of the automobile after it gets back from the paint shop. You can just jump right in this appeal and drive over to your next cruse in. Asking $26,900 obo. Possible trade or partial trade. I am helping the owner with the sale of this nice 1955 Chevy. , if you need even more pictures of information please offer me a call at -LRB-865-RRB-719-1456 or send me an e-mail.. This vehicle is located just over the TN/KY line at exit 11 on I-75 N/S.

muncie m-22 rock crusher four speed transmission - all new internal parts | ebay

muncie m-22 rock crusher four speed transmission - all new internal parts | ebay

Received the transmission in a custom built crate and on time. The transmission has a true rebuild and updates you need. Won't have a chance to hear her whine for a year or two but I'm confident it won't disappoint. Working with Mike was pleasant and trouble free. The date coding is critical for my build and this fit the bill for my 67 Nova SS with an L79 327 motor.

1970 chevrolet chevelle 454ci ls6 muncie rock crusher for sale - chevrolet chevelle 1970 for sale in medina, ohio, united states

1970 chevrolet chevelle 454ci ls6 muncie rock crusher for sale - chevrolet chevelle 1970 for sale in medina, ohio, united states

A professional frame-off restoration with added LS6 upgrades was just completed in 2016. There are less than 70 miles on the no-expense-spared restoration. The body was rust-free. Originally built in Van Nuys, CA, and sold new in La Puente, CA. All date-code-correct parts were used. Some parts used on the build are original LS6 parts. Correct 1970 4-bolt 454/450hp block, M22 4-speed Rock Crusher Muncie transmission and original LS6 CRW 410 12-bolt posi-traction rear end. It also has a 6,500 rpm redline tachometer, bucket seats, console, ZL2 cowl-induction hood and original 14" SS Rally wheels with wide-oval tires.

I have been in the Exotic Car business for 15 years, and have been an enthusiast for longer than that. My profession allows me seat time behind most every exotic or classic machine you can imagine, so if this is not the right car for you but you would like advice on another please feel free to call me or text. I can also locate most any car of your dreams quickly and painlessly.

1969 chevrolet chevelle ss396 american muscle car

1969 chevrolet chevelle ss396 american muscle car

Bad to teh bone Chevelle. Muncie !! Rock Crusher Muncie 4-Speed, 396 big ...Bad to teh bone Chevelle. Muncie !! Rock Crusher Muncie 4-Speed, 396 big block, need I say more? This 1969 Chevelle SS is a monster. We take it for a little spin and even burn a little rubber at the end. This car features tubular A-arms, trailing arms and aftermarket front & rear sways, it handles like a modern car. Legendary Speed is dedicated to bringing you the very best Videos about Automobiles and Cool stuff.Check out our other amazing pages LegendarySpeed, LegendaryFinds, Legendary Motorcycle, Amazing Rides, follow us on Instagram and Youtube.Subscribe to our newsletter and check out our daily finds where we dig up the coolest cars and trucks for sale. Thanks for visiting our site, we really appreciate it, you can help by giving us a like and a share on our social media platforms. NEXT PAGE

Bad to teh bone Chevelle. Muncie !! Rock Crusher Muncie 4-Speed, 396 big block, need I say more? This 1969 Chevelle SS is a monster. We take it for a little spin and even burn a little rubber at the end. This car features tubular A-arms, trailing arms and aftermarket front & rear sways, it handles like a modern car.

1973 chevrolet camaro z-28 / 350 v-8 / 4 speed with rock crusher transmisson for sale: photos, technical specifications, description

1973 chevrolet camaro z-28 / 350 v-8 / 4 speed with rock crusher transmisson for sale: photos, technical specifications, description

Original MSRPManufacturer Suggested Retail Price Low Retail Value on this Z-28 This vehicle would be in mechanically functional condition, needing only minor reconditioning. The exterior paint, trim and interior would show normal wear, needing only minor reconditioning. May also be a deteriorated restoration or a very poor amateur restoration. Mostly usable as-is. This column does not represent a parts car.Note: Some of the vehicles in this publication could be considered Daily Drivers and are not valued as a classic vehicle. When determining a value for a daily driver, it is recommended that the subscriber use the low retail value. Average Retail Value This vehicle would be in good condition overall. It could be an older restoration or a well-maintained original vehicle. Completely operable. The exterior paint, trim and mechanics are presentable and serviceable inside and out. A 20-footer. High Retail Value This vehicle would be in excellent condition overall. It could be a completely restored or an extremely well-maintained original vehicle showing very minimal wear. The exterior paint, trim and mechanics are not in need of reconditioning. The interior would be in excellent condition. Some vehicles may be considered matching numbers vehicles.Note: This column does not represent a 100 Point or # 1 vehicle*. * A 100 Point or # 1 vehicle is not driven. It would generally be in a museum or transported in an enclosed trailer to concours judging and car shows. This type of car would be stored in a climate regulated facility. Note: Vehicles/Vessels in exceptional condition can be worth a significantly higher value than the Average Retail Price shown.

Second-generation Camaros have a lot to offer, especially when they are rebuilt to be truly street FUN machines. Long and sleek, the second-gen F-bodies look timeless today. The vintage worldloves these back in timelook alike. As this 1973 Z-28is a best of the bestyears in a car, it can beturned intoa seriouslycool new generation muscle car..

1973 appearedbeautiful for the Camaro. While the industry was installing battering ram style bumpers on cars in response to the federal 2.5 MPH regulation, Chevy was able to engineer the Camaros bumper, including the Rally Sport so that it would pass.

The Super Sport model was dropped, but it was replaced with the Stylish Type LT model. The Type LT could be ordered with RPO Z28, and if the Rally Sport option was also ordered, you could have a Type LT/RS/Z28 Camaro.

Vehicle Identification Example: 1Q87T3N182396 First digit is GM Division: 1 = Chevrolet Second digit is model series: Q = Sport Coupe S = Type LT Coupe Digits 3 & 4 are body type: 87 = 2dr. coupe Fifth digit is engine code: D = 250ci, F = 307ci, H = 350ci, tb, K = 350ci 4bbl, T = 350ci, z Sixth digit is model year: 3 = 1973 Seventh digit is N for Norwood assembly. Last six digits increased one with each car built at Norwood, sequence started at 100001.

how to rebuild a muncie four-speed transmission - rock the rock crusher

how to rebuild a muncie four-speed transmission - rock the rock crusher

One thing that can be problematic about cars, and classics in particular, is that they eventually wear out. Every part of them is subject to wear and tear, but unlike humans, old cars and parts can be rebuilt quite easily and often inexpensively. The gearbox in our subject '72 Corvette was making an excessive amount of noiseeven for an M22shifted like a box of rocks, and sometimes it would stick in Fourth gear. It was time to give the Muncie four-speed a rebuild.

The Muncie four-speed is as legendary as the cars that it was put into, with the M20, M21, and Rock Crusher M22 models all part of the hot rod vernacular. From the OEM factories to racetracks to concours restorations, the Muncie four-speeds remain desirable transmissions to have. Even in this era of five- and six-speed conversion swaps, Muncie four-speeds (especially M22s) command top dollar today. We've seen Rock Crushers for sale at swap meets for up to $2,000. Fortunately, they are extremely reasonable to rebuild should yours not be shifting at its best.

In addition to the inexpensive rebuild cost, another great part about refurbishing a Muncie is that you really don't need any special tools. Sure, a hydraulic press is nice and so is a pair of snap ring pliers, but the job can be done without those if you choose, making it a great DIY project. Equipping your four-speed with fresh bearing and synchronizers will improve the driveability of the vehicle, and that will surely provide a better experience behind the wheel.

While we would have loved to show you each and every step in the rebuild process, there are just too many to show within the confines of this article, so we're going to cover the key parts and show you what to look for during disassembly and reassembly. There are a lot of great resources on the Muncie transmission, but we particularly like Paul Cangialosi's How To Build and Modify High-Performance Manual Transmissions books from CarTech books. It covers the Muncie and T-10, as well as a number of other transmissions.

Aside from the obvious issues with our subject Muncie box, it was not the original transmission to the car, so a full inspection was warranted. This gearbox was in a '72 LT-1 Corvette (some of you may remember Project Homewrecker from a few years back), but by 1972, you could only get the M22 with the LT-1 if it had the special ZR-1 road racing option, which this car did not. We had Super Chevy's Mark Lundquist run the numbers and it appears our Rock Crusher was from April 1970.

After ordering a Motive Gear rebuild kit (PN T297RAHDMK), a new Hurst shifter (PN 3917992), and a shifter installation kit (PN HUU-3738611) from Summit Racing, we brought the Vette to AntiVenom in Seffner, Florida, where owner Greg Lovell performed a basic rebuild to get our classic sports car up and running quickly. Check out the captions to see what it takes to get your Muncie back in shape.

02. To ensure smooth, precise, and short shifts, we upgraded from the stock shifter (it was in dire need of a rebuild, too) to this Hurst unit (PN 3917992) that sells for $263 through Summit Racing. Pictured here is the optional (we recommend it) Hurst installation kit (PN HUU-3738611) that will add an additional $162 to the package.

03. Removal of the Muncie transmission from the C3 Corvette begins with the disconnection of the shifter rods from the case. This is followed by the driveshaft removal and the draining of the transmission fluid. Its greasy enough down here without getting a gear oil shower.

04. According to Greg Lovell of AntiVenom, sometimes you can unbolt the shifter from the factory mount, unbolt the transmission, and then slide it back to get it out. In our case, we needed to disconnect the clutch linkage and unbolt the bellhousing to extract the transmission from the tunnel.

05. If your Muncie is anything like ours, a thorough cleaning is the first step in the rebuild process. Ours had years of accumulated oil and dirt. We recommend using some sort of product that will soak in, as our parts washer struggled to get the transmission clean.

06. Under the cover of slime we found this marking on the tailshaft. We knew it was an M22, and it would seem that someone noted it for storage, or perhaps while it was for sale at a swap meet. Youll always want to run the numbers and check the components inside before believing anything that is written outside, though.

11. With the tailshaft off, remove the reverse idler gear, thrust washer, and countershaft from the back of the midplate. Now you can now separate the midplate from the main case and then remove the output shaft and upper gearset.

12. Now that the main gearset is out of the way, empty the case of any remaining components. Here you can see the 1-inch-diameter countershaft, which was a later model upgrade to the earlier 7/8-inch shafts.

13. As the front bearing retainer was removed earlier in the process, we now have access to the front bearing. Snap ring pliers or something similar makes removing the retaining spring much easier here, but you can do it with a pair of screwdrivers in a pinch. With the snap ring out, you can tap the bearing out of the case. In some instances, it may fall out.

14. At the midplate bearing, there is another snap ring holding it in place. After removing this bearing, we found the bearing to be quite noisy and likely the cause of the excessive noise coming from the gearbox.

15. With the middle bearing snap ring released, you can remove the midplate and start to disassemble the main shaft. The Motive Gear kit includes new synchronizers as well as every snap ring to make sure everything goes back together nice and snug.

16. With the amount of debris found at the bottom of the case, theres no doubt this transmission was due for a rebuild. Be sure to clean the main, case, midplate, tailshaft housing, and front bearing retainer if these components are to be reused. There are a number of companies now that offer replacement options for these components, some of which are much stronger than the originals. Most of these are designed to work with your original Muncie components as well.

18. The factory shifter was the cause of our transmission sticking in Fourth gear. For the uninitiated, the shift rods fit into plastic bushings in the levers, and these bushings can and often do wear out over time, causing poor shift engagement. This can lead to poor operation inside the transmission and subsequent damage if not remedied. We solved this by installing a new Hurst shifter, along with the recommended installation kit that includes new rods, levers, bushings, and clips.

19. As we mentioned earlier, the front bearing retainer should always be inspected for wear. Here you can see a groove has been worn into the retainer, and just on one side of it. We had to order a replacement, and stock ones are available for around $50.

20. Once you have cleaned the case free of grease and grime, youll want to clean up the gasket mating surfaces and then give everything another quick cleaning. New gaskets are included in the Motive Gear kit.

21. An easy way to check out synchronizer wear is that the gear will sit down on the synchronizer if wear is an issue. You can more easily see the difference if you swap out the old and new ones, but dont bother reusing an old one just because it looks good. Youre in it this far and the new ones are included in the kit. A shortcut here can lead to a long way back to another rebuild.

23. There are two sets of new needle bearings in the rebuild kit. The thicker ones are for the back of the input shaft and the thinner set is for the countershaft. Use a quality, high-temperature grease to hold them in place, and be sure not to leave any out.

24. New strut keys are included in the rebuild kit, and these here are being fitted to the 3-4 slider assembly. You can use a dab of grease to hold them in place, or you can try your hand at holding them in place as you assemble the unit. Either way, dont forget them.

25. The front input shaft and bearing are held in place by a new snap ring. You can also see that the front bearing nut has also been put on. You might think this nut goes on with the flange facing the bearing, but that would be incorrect. The flange faces the retainer and provides an airtight seal. Installing it backwards will lead to a leak and the nut will grind into the retainer.

26. As part of the effort to make this rebuilt transmission a leak-free unit, new external shifter shaft seals are included. If you detect excessive wear and/or movement between the shifter shafts and the cover, you may need to spring for a new side cover. These holes in the side cover can become elongated from wear over time, which can lead to poor shifting quality. Aftermarket covers that utilize needle bearings to support the shifter shafts are available, and provide for a smooth and precise action.

27. With the transmission assembled, we moved on to the Hurst shifter installation. Since the Corvette was not equipped with a Hurst shifter, we used a tap to chase the threads in the shifter mounting holes on the transmission case to be sure they were free of any debris. Then, the shifter was mounted using the supplied hardware. As the Hurst unit is replete with handsome, classic looks, it also features a center biasing that keeps the handle centered when in Neutral. The H-pattern is also tightened and the throws are shorter.

28. The Hurst installation kit is a no-brainer, and ensures that the precise Hurst action works to the best of its ability. New rods, bushings, and clips are included for a trouble-free, bolt-in installation. Keep the white alignment pin in the shifter while you install and adjust the shift rods. Be sure you have the rod orientation correct for each gear, otherwise your First gear will be Second, and your Third could be Fourth. Its easy enough to switch them around under the car should you get them backwards, though.

29. Adjustment of the shifter stops is next, and it is fairly straightforward. Move the shifter into First gear and then turn the bolt in until it touches the handle. Then back the bolt off half a turn and tighten the nut. Do the same for the rear stop with the shifter in Second gear. Double check that you have positive gear engagement in all gears and youre all set.

30. The rebuilt Muncie M22 was ready to be put through the paces once more, this time with improved feel and effort. And the classic good looks of the Hurst shifter inside will garner looks at the car show in addition to giving you a better handle in the gear changes. Back on the road behind Homewreckers 383, the Muncie was an absolute joy to row through the gears. You could throw effortless powershifts at high rpm and missing a shift was nigh impossible.

Related News
  1. gold mining equipment for sale in malaysia gold crushing
  2. gold and copper crusher
  3. zinc ore mining equipment pricezinc extraction plant sale zambia
  4. pper ore crusher from sikkim
  5. stone crusher quarry land sale south india
  6. track mounted stone crusher second hand dealer in maharashtra
  7. south african mining equipment suppliers mining equipment manufacturers
  8. quartz mining quarry
  9. fuel consumption of mining equipment
  10. pre independence german gold mining in kenya
  11. jual double roll crusher penghancur batu untuk dijual di
  12. large chrome ore wear parts of ball mill in bandung
  13. impact juice bar orange
  14. how crusher works stone crusher working principle crushing plants working
  15. segmented ball head mill
  16. rodillos raymond de madhya pradesh
  17. mining equipment for surface to surface gold mining
  18. magnetic separator promega
  19. sand vibrating grizzly screen
  20. powder making grinding mill uae