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muncie rock crusher kit

new auto gear super case muncie m22 4-speed rock-crusher street/strip. camaro, corvette, chevelle, nova. summer sale on now!!! - muncie 4 speed transmissions and rebuild kits

new auto gear super case muncie m22 4-speed rock-crusher street/strip. camaro, corvette, chevelle, nova. summer sale on now!!! - muncie 4 speed transmissions and rebuild kits

New Super Heavy Duty Direct Replacement and Strongest M22s Made With Muncie Auto Gear Super Case and Strongest M22 Close Ratio or Wide Ratio Gears. 10 OR 26 spline input and large 27 OR 32 spline output shaft. C355 Forged Aluminum Mid-Plate. Super Tail. AG Roller Side Cover. A great Super Heavy Duty Rock Crusher M22 for your Camaro, Nova, Chevelle, Corvette or other GM car. Close Ratio = 2.20-1st, 1.64-2nd, 1.28-3rd, 4th direct. Wide Ratio = 2.56-1st, 1.75-2nd, 1.36-3rd, 4th direct or comp M22w 2.56-1st, 1.90-2nd, 1.48-3rd. Built for big HP.

My experience with MidWest Muncie has been the Best. Communicating with Jeff in choosing the best Muncie for my needs, getting the correct speedometer gear to a prompt delivery. Again, Thank You for the great customer service. Larry Haynes.

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.

magical muncie four-speed | hotrod hotline

magical muncie four-speed | hotrod hotline

Transmissions are an essential part of hot rod builds. One of the most common swaps involves a Muncie 4-speed. These are easy to adapt to a wide range of hot rods. There are three basic types of Muncies: M20, M21 and M22.

A Muncie differs from a Saginaw transmission in that its reverse lever is in the tail housing, not the side cover. The difference between a Muncie and a Borg-Warner is the Muncies 7-bolt side cover (two less than Borg-Warner units).

Many Muncie main cases, tail housings and side covers have casting date codes. The code consists of two -in. circles divided in half. One is the date marker and the other the status marker. One side of the date marker has a month designator 1-12. The opposite side has up to five dots that indicate the week of the month. The status marker was used at the Muncie, IN plant to keep track of problems and is generally not important to enthusiasts. Hot rod builders are usually not too concerned with codes, but some units are pretty rare.

A serial number is stamped on all Muncie transmission cases. The code has nine symbols that will reveal the GM division, year, model, assembly plant and car the transmission was used in. The first symbol indicates division, the second matches the last digit of he model year and the third tells what assembly plant the car was built in. The last six digits are the last six digits of the cars VIN.

David W. West of Davids 4 Speeds LLC is a specialist who rebuilds Big 3 four-speed transmissions and who can help you identify what youve got. About 95 percent of Wests work involves Muncies. West says all Muncies work on the same basic principle: The input shaft goes to the cluster gear. The cluster is mated to the speed gears. The speed gears are independent of the main shaft.

The magic of the Muncie is in the synchro assemblies. The synchro hub is splined on the main shaft. The slider and the synchro ring grabbing on the cone of the gear allows the slider to engage the engagement teeth on the gears.

West tells people to think of a transmission in terms of levers. The lever is engine power. It creates leverage just like extending the length of a wrench. If you take a one-foot wrench and increase its length by two feet, it will break a tight bolt loose. The principle of a transmission is the same. With the leverage and the gears combined with a lever action, you increase the power an engine makes.

The Muncie M20 is basically a wide-ratio transmission and was intended for normal street driving use. The early ones had a 2.56:1 first gear. The later 1966-1974 units had a 2.52:1 first gear. They are compatible with a GM 3 Series differential. They are for economy and street drivability and just cruising.

The Muncie M21 is a close-ratio unit originally designed to be matched with 4.11:1 or 4.56:1 GM 4 Series differentials. Of course, rodders get a little creative. The M21 was for higher performance cars, which makes it a great box to use in a rod. A close-ratio gearbox keeps shift points closer together, which keeps rpms up. With a close-ratio box a driver can run through the gears and keep the engine in its power band so it performs in street racing or drag racing.

The M22 has higher-nickel-content gears of straight-cut design. It uses much the same gear ratios as the close-ratio M-21, but it can handle much more abuse. An M22 retains less heat due to the straight-cut gear design and the lack of thrust that helical-cut gears create. An M-22 holds up well. The downside is that it tends to make noise. It will rattle at low rpms and whine at higher rpms. The M22 is called the Rock Crusher. Dump the Rock Crusher, hot rodders say. People think all Muncie four-speeds are Rock Crushers, but theyre not.

Nowadays there are custom gear ratios and set ups, including M21 wide-ratio and M22 wide-ratio units. You can pretty much get what you want. Beefed up boxes for hot rods and Resto-Mods are popular, too.

When rebuilding a Muncie four-speed you can take a 65 case and put in later year parts. West bores the cluster pin and puts in a 1-nch pin. Then, he can put in a later synchro assembly and have the modern functionality with old looks.

Synthetic oils shouldnt be used in a Muncie. Synthetics are not synchro friendly. They are so slippery they dont allow synchro rings to grab on to the cone of the gear and synchronize properly. This will lead to grinding the gears. Synthetics also have a different consistency then a natural fluid. The early Muncie cases, especially, tend to be more porous so they dont hold up well with a synthetic. The synthetics leak out of them more easily than natural gear lubes.

GL5 fluid is another choice these days. It is said to be superceding GL4. GL5 has not been around as long enough to know how its going to unfold. West thinks GL5 has sulfur in it thats corrosive to brass. Like a synthetic, it doesnt allow synchro rings to grab the cones of the gears. So, stick to a GL4 for now

One of the main transmission issues is shifter problems. Grit that gets into the grease in the shifter mechanism can cause real problems. People also fail realize how important the shifter geometry is. A shifter handle has a specific bend to it.. Anything that impedes the shifters movement can keep a shifter from going in and going as far as it has to.

Muncie shifters have three selector plates coming out the bottom that have a unique bend and unique length that corresponds with the arm thats attached to the shift shaft. The rods are unique to each application. If you mix and match randomly, the length and shape of the bends will change and affect the shifting geometry. Having the proper geometry is a necessity. Often a hot rodder will say his transmission is grinding in fourth, but geometry is the problem.

muncie m22 4 speed rock crusher auto gear - $1950 (wrightsville) | auto parts sale | york, pa | shoppok

muncie m22 4 speed rock crusher auto gear - $1950 (wrightsville) | auto parts sale | york, pa | shoppok

M22 Muncie 4 Speed Rock Crusher Auto Gear all NEW but the Side cover 388468 with 9 pound spring call price is firmWe have NEW 11" Clutch KIT $160.00 in Stock ...


I have for sale several muncie 4 speed transmissions. I have M20 wide ratio, M21 close ratio and M22 transmissions. Prices are as follows. Casting # 3851325. no damage but may need freshened up. 700.00. 3851325. nice rebuilt transmission. 1000.00. 3885010. nice condition. 900.00. 3885010. Nice rebui ...

This is a very rare 660 m22 rock crusher muncie, it is a service replacement transmission unstamped, no vin, it will be correct for 68 to 70, all rebuilt and guaranteed, all new straight cut gears, 220 ratio, asking 2475. Also have a 69 m20 for 1100. And a 311 Saginaw trans 550. Call ...

This is a super nice m22 rock crusher trans, it all rebuilt and guaranteed, has all new gears in it, the case has been bushed also. It is the close ratio trans, it a very early 66 trans, asking 1900. Call dave call dave 352two16227three ...

This is a super nice m22 rock crusher trans, it all rebuilt and guaranteed, has all new gears in it, the case has been bushed also. It is the close ratio trans, it a very early 66 trans, asking 1900. Call dave call dave 352two16227three ...

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.

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