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rock crusher gearbox

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.

chevy transmissions: muncie 4 speed m22 rockcrusher.. - got transmissions got transmissions

chevy transmissions: muncie 4 speed m22 rockcrusher.. - got transmissions got transmissions

Chevy Transmissions: Muncie M22 Rock Crusher 4 Speeds were made From 1965 TO 1974: The most popular transmission of its time for high performance cars built for Chevrolet and all performance oriented G.M cars. They have the same gear ratios as the legendary M21 but with a heavy duty gearset. Well it was not designed so that you could go drag racing on Saturday night or impress girls in front of Burger King by doing massive hole shots. It was primarily designed as a road race transmission. The straighter angle of the gearset produced less heat and less end loading of the gear train. Combined with high impact alloy gears this 4 speed really pushed the limits of its aluminum case in drag race applications. Although the gears are not spur gears ( completely straight ) they still produced a fair amount of gear noise thus the Rockcrusher name. These 4 speeds sound like a blower drive whining. When I owned a 1966 Corvette with the Rat Motor it came with a m22 transmission. After I broke two or three of them, which were all replace by used transmissions, I decided to rebuilt my own unit. So I got a hold of a set of low ratio gears, which were made for drag racing as opposed to road racing, my problem was solved. Of course, once I solved my transmission breakage issues, I developed clutch breakage problems. That is an entire story in itself. Although the M-series transmissions are defunct, plenty of requests come in for used and rebuilt units. There are not any more used Muncie transmissions from that era available without getting lucky. You can buy Muncie transmissions from GotTransmissions.com with high quality American made gears and bearings with a single phone call. The number is 866-320-1182. We have them in stock at affordable prices with an excellent warranty. Call now for immediate delivery.

Chevy Transmissions: Muncie M22 Rock Crusher 4 Speeds were made From 1965 TO 1974: The most popular transmission of its time for high performance cars built for Chevrolet and all performance oriented G.M cars. They have the same gear ratios as the legendary M21 but with a heavy duty gearset.

Well it was not designed so that you could go drag racing on Saturday night or impress girls in front of Burger King by doing massive hole shots. It was primarily designed as a road race transmission. The straighter angle of the gearset produced less heat and less end loading of the gear train. Combined with high impact alloy gears this 4 speed really pushed the limits of its aluminum case in drag race applications. Although the gears are not spur gears ( completely straight ) they still produced a fair amount of gear noise thus the Rockcrusher name. These 4 speeds sound like a blower drive whining.

When I owned a 1966 Corvette with the Rat Motor it came with a m22 transmission. After I broke two or three of them, which were all replace by used transmissions, I decided to rebuilt my own unit. So I got a hold of a set of low ratio gears, which were made for drag racing as opposed to road racing, my problem was solved.

Of course, once I solved my transmission breakage issues, I developed clutch breakage problems. That is an entire story in itself. Although the M-series transmissions are defunct, plenty of requests come in for used and rebuilt units. There are not any more used Muncie transmissions from that era available without getting lucky. You can buy Muncie transmissions from GotTransmissions.com with high quality American made gears and bearings with a single phone call. The number is 866-320-1182. We have them in stock at affordable prices with an excellent warranty. Call now for immediate delivery.

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 ...

SELLING MUNCIE M22 TRANSMISSION 2.20 FIRST GEAR RATIO 10 SPLINE IN 27 SPLINE OUT... I BUILT TRANSMISSION FOR MYSELF USING THE BEST PARTS I COLLECTED UP OVER THE YEARS '''''NO JUNK '''''''THIS TRANS IS A REAL M22..COMPLETE REBUILD .SLIDERS....PIN...FRONT RETAINER....FORKS....BEARINGS.... SYNCHR ...

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 ...

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]

m-22 rock crusher 4-speed transmissions by jetboatbill

m-22 rock crusher 4-speed transmissions by jetboatbill

THIS IS THE M-22 TRANSMISSION THAT GM COULD NOT BUILD! Newly designed STATE-OF-THE-ART Muncie front case from "Auto Gear". This is by far the "BEST" replacement aluminum case ever built for a Muncie! The front bearing is a "SEALED" bearing, and slightly thicker than the original Muncie's, and tons STRONGER. Physically it is a PERFECT FIT replacement case. The gear set is made in Italy by a company that produces over 80 percent of all of the replacement gears available in the Automotive Industry today. Every part is NEW. Here are some of them, Syncro's, (brass blocker rings) "NEW" design Torque Lock Sliders, 1" Countershaft, dogs, needle bearings, Sealed front bearing, thrust washers, reverse shim, syncro springs, front bearing retainer, gaskets, THE complete rotating gear assembly, all 3 reverse gears, 32 spline mainshaft and the list goes on. The drain plugs are of new design too. The bottom one is magnetic, and they both have o-rings!

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.

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