Projects Aspen/Volare 4-Speed OD behind Early Hemis

Excellent!

That saves a guy a lot of math! LOL!

~Jason

 

FYI, here's another vendor I happened across:
http://www.brewersperformance.com/



They have parts, bellhousings, tailshafts, etc - ALL IN STOCK! Although, I wonder how much of the new stuff is Jamie Passon's. LOL!

But I'll give 'em credit got having reconditioned housings for $89 or so, blasted, painted and baked. Just an example of some of the cool stuff they have. FYI.

~Jason

 

Great info from Year One:
http://www.yearone.com/yodnn/tech/V...edtransmissiondecoding/tabid/332/Default.aspx

And Hemming's:
http://www.hemmings.com/mus/stories/2005/03/01/hmn_feature17.html

~Jason

 

I highly recomend Brewers Performance for any Mopar 4-speed parts. I have been friends with Danny Brewer for quite some time and have used many of his parts. They are very good people to deal with and can help with many 4-speed related questions.

 

I am planning on running an A833 overdrive out of a dodge 1/2 ton pickup behind my 241 Hemi in my Model A. I have the original truck bellhousing with an aluminum adapter. I am using an original Hemi flywheel that has been machined down to accept the 130 tooth ring gear like the truck. It uses the typical mopar 23 spline clutch and pressure plate combo.

I have an A833 overdrive behind a built 440 in my 67 Belvedere wagon and have never had any problems. They are tough transmissions.

 

I may have seen you on the Kansas City Craigslist! I have a '66 Coronet wagon!

Small world, man...

~Jason

 

I did notice Jamie Passon's redone gear sets with much more reasonable ratios...

~Jason

 

They are both B-body configuration. The E-body transmissions have another shifter boss at the back end of the same length tailhousing. A/F body transmissions have the shifter mounted further back with a shorter tailhousing. Some C-body cars and later 70's and 80's 1/2 ton trucks got an A-833 trans which is the same as the B-body configuration.

The trans in the foreground is an earlier unit using a bolt-on flange at the back for the ball & trunion joint. If I remember correctly, the A-833 trans came out in '63 and the last year for the flanged output was '64.

The trans in the background is a '65 & later unit with the slip-yoke tailhousing. This is a better setup as parts are more available for it - it uses the same slip yoke and bushing as a 727 trans. I see the input bearing retainer is broken, and the pilot end of the input shaft was hacked off - most likely for use behind a non-drilled crankshaft where the pilot bushing was pressed into the bore that is used to pilot the torque converter. In 1968, they added a rectangular boss to the passengers side of the case to stamp in the VIN number. I would need to see a picture of the passengers side and any information from that boss to narrow down the trans application more. That side cover is pre-1970 as they changed the interlock mechanism requiring a different side cover. So it looks to me like a '65-'69 trans.

1st gear may be 3.09:1 or 2.66:1 on the early trans pictured and is most likely 2.66:1 on the later trans pictured. Unless someone swapped parts, they should both have 1:1 high gear. OD gears cannot be swapped into a flanged output shaft trans without major work, as the output shaft is different for the OD gearset. If you post the # of teeth on the input gear I can tell you the gearset ratios.

$150 for the pair is a good deal. Seems everyone wants $250+ for one these days. If I were you, I would hang onto both of them for parts as most of the guts are interchangeable.

 

Two out of one? You are good....

 

LOL!

Once I told somebody that "Two can keep a secret, if three are dead."

I didn't catch it until they stared at me, gape-mouthed at my ignorance of basic math, and proceeded to explain to me that that meant that one of the dead people would have to come back to life and kill somebody else!

~Jason

 

They indeed do appear to be B-body units. The first is indeed an early one, and the second is definitely post-'68, as it does have the machined, stamped pad (although I couldn't get a good pic - I'll take a rubbing and post the info).

I'll grab the number of splines as well... if I can get out to the garage this weekend...

~Jason

 

Spline count for the A-833 is either 18 or 23, yours are 23.
The 18 count units were 426 Hemi and late 440-6 installs and today they could fund your kids college tuition...

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The only Chrysler four speed used in 1963 was the T10. The trunnion style A833 four speed was used in 1964 and 1965 only. The slip-yoke came out in 1966. Tourqueflite's went to the slip yoke one year earlier in 1965. You got a really good deal on those transmission's though. I sold the last 23 spline I had for $400, and the last 18 spline Hemi trans for $1500.

 

FYI - these weigh 110 lbs - 120 lbs, in case anyone who stumbles across this thread is thinking about shipping one.

~Jason

 

Abomination,
Did you ever get this thrown together?
I've wanted a 6 speed behind my 392 since day one, but I currently have an A833 available to me at a very reasonable price.
As well, does anyone have experience running an early trunnion style '64-'65 behind a hemi?

 

MIke Seitsma with the 41 Willys project which is threaded here has completed this on his 331 Hemi. Despite all the "that wont works" and "you cant do its" it is done and I have driven it myself. It works perfect.
Mike used a 50s Mopar Bellhousing bolted direct to the block. A 57 Dodge flywheel , a 340 Dart Hd fine spline clutch which matches the od trans splines. The volare trans is shfted by an old hurst 4 speed shifter. Mike used the stock 340 throwout bearing on the 5os bellhousing arm. We made a 3/4 inch spacer/ adapter from aluminum on my 2H vertical mill to space and centre the trans on the old bellhousing. (No children it is not CNC. It is DDIA (Don Does It All.) Mike countersunk the necessary bolts. He paid $500 for the trans and shifter all fresh rebuilt. The adapter cost $54 in aluminum. Hardware about $16. $60 for the flywheel , $110 for the NOS clutch and $32 for the throwout bearing. Mike made the clutch linkage from 47 Ford 1/2 ton pedals and lengths of steel rod. Like I said I have driven it and it works absolutly flawlessly. I learned somethng from Mike who is one of those people who just knows. His clutch linkage was long and used a bellcrank mounted on his master cylinder bracket under the floor. I asked why he built it that way he said "Because linkage that is "pulling " wont bend. My dad who was a Dutch (Holland) blacksmith taught me that years ago." Hard to argue with that kind of logic.
Don

 

Just to narrow down the search a bit, the bell that Don refers was right around 59-60 on the flathead 6 and poly (318) types and it is a one-only in terms of late trans/early engine hook-up. The matching flywheel and starter are also needed.

If you have a post-62 smallblock bell housing then a block adapter is required as well as a matching tooth count 8-bolt flywheel. If you are unsure of the year or application of the bell, it will become very apparent if you have the correct flywheel when the starter either works with the ring gear or misses by a country mile. Depending on the adapter manufacturer, you may or may not have the option of using an early OEM wheel in addition to a late 8-bolt. Early wheel tooth counts are 146 and 172. Since '64 Mopar has use 172, 143 and 130 tooth count wheels on the 426Hemi which will be the late 8-bolt donor. Late ring gears can be installed on early wheels if they are of compatible diameter.


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Yes it was a 50/60s bellhousing. We had a starter fabbed up from the junk pile of a friend in the business. Since the flywheel was a 168 tooth he was able to give us what we needed with a Gm starter drive. I dont know what the part numbers are but I think it might be wise to ask him to write it down now that I think about it. It works great though.
What exact year the bellhousing is off of I am not totally sure. I was a mopar rodder back in the day and converted more than one flatty 6 to an 8 . I knew when I saw it it was the right one. Cant help it .i have a phtographic memory. Anyway after driving it there are no issues it works like factory.
Tis true though after 61 things changed as the crank flange was changed (1962 )to handle a flex plate with a centering ring which also centres the 62 and later flyheel. Cranks also went from 8 bolts (or studs) to 6 bolts with the exception of some 413 industrial engines and the wonderful monster known as the 426 Hemi. Even those two though have the modern (62 and later) flange. Not easy doing a early hemi that way(with post 62 stuff). But with the right adapters not impossible.
Don

 

Does that 1959-60 flathead I6 bell housing have the clutch linkage on the passenger side? The Poly motor 318 also on the passenger side?

 

Yes, pass side clutch fork.
I have photos of the bell in question but they are too big for this system and I can't figure out how to load thumbnails from my photobucket. Send your email address and I'll forward.....

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73RR,

send photos to: walt460@yahoo.com
any info on this subject would be really appreciated!

Thanks!

Walt

 

OK, let me ask this; What is the cheapest and easiest way to put a A833 behind a 354 Chrysler Hemi?