conveyor belts, electric motors, v belt | rainbow precision products

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transmission: c3 corvette restoration guide

transmission: c3 corvette restoration guide

In 1968, the base price of a Corvette included a 3-speed Saginaw manual transmission. The options for that year included a Muncie 4-speed wide- or close-ratio manual transmission and an M40 automatic transmission. If an automatic was ordered, small-blocks were fitted with the T-350 and big-blocks came with the T-400.

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Third-generation Corvettes were fitted with a variety of transmission options. These included a 3-speed manual, close- or wide-ratio manual 4-speeds, or two automatic transmissions, depending on the buyers preference. Rebuilding an automatic transmission requires a lot of skill and patience. Many aftermarket suppliers offer rebuilt units on an exchange basis and usually include a warranty. (Photo Courtesy Cutaway Creations)

Third-generation Corvettes were fitted with a variety of transmission options. These included a 3-speed manual, close- or wide-ratio manual 4-speeds, or two automatic transmissions, depending on the buyers preference. Rebuilding an automatic transmission requires a lot of skill and patience. Many aftermarket suppliers offer rebuilt units on an exchange basis and usually include a warranty. (Photo Courtesy Cutaway Creations)

The 3-speed manual was also included in the base price of a 1969 Corvette, but was replaced with a wide-ratio 4-speed in 1970. At the end of C3 production in 1982 only a 4-speed automatic transmission was available.

During production the C3s were equipped with several manual transmissions. This included 3-speeds, 4-speed wide-ratio, and 4-speed close-ratio. They were built by Saginaw, Muncie, and BorgWarner. The only year a manual transmission was unavailable from the factory was 1982.

One of the more unusual transmissions fitted to C3 Corvettes was the Saginaw manual 3-speed transmission (2.85 first, 1.68 second, and 1.00:1 third). They were part of the standard equipment base price for all 1968 and 1969 Corvettes. The 3-speed was installed behind the standard 300-hp 327-ci engine in 1968 and the 300-hp 350-ci engines in 1969. Dealers used this basic equipment package to offer customers rock-bottom Corvette pricing. In 1968 a total of 326 3-speed Corvettes were built; in 1969 the number fell to 252 for this rare shifter.

This is the location of the date code stamped on the case of a Muncie transmission. This is the interpretation of this code: P is for Muncie, 0 is for 1970, B is for February, and 02 is for the second day day, and C is for M22. The Muncie 4-speed was optional for all 19681974 Corvettes. It was available in wide (M-20) and close ratio (M-21 and M-22). Muncie production ended in 1974 when it was replaced with units built by Warner. Here are the major components of a well-worn wide-ratio Muncie 4-speed transmission. It was originally installed in a 1965 Corvette. The basic design of this transmission remained the same from 1963 to 1974. The P code is stamped on the front lip of the case for identification purposes. This transmission will be completely overhauled and rebuilt with new gears, bearings, shafts, and shifter by Circle Products.

The Muncie 4-speed was optional for all 19681974 Corvettes. It was available in wide (M-20) and close ratio (M-21 and M-22). Muncie production ended in 1974 when it was replaced with units built by Warner.

Here are the major components of a well-worn wide-ratio Muncie 4-speed transmission. It was originally installed in a 1965 Corvette. The basic design of this transmission remained the same from 1963 to 1974. The P code is stamped on the front lip of the case for identification purposes. This transmission will be completely overhauled and rebuilt with new gears, bearings, shafts, and shifter by Circle Products.

Muncie 4-speeds were available for all Corvettes from 1968 to 1974. They carried the option codes of M20, M21, and M22. These manual transmissions were optional or standard for all of these model year Corvettes. Muncies can be distinguished from other manual transmissions because their reverse lever is mounted in the extension housing instead of the side cover. The main difference between the Muncie and the BorgWarner is that the Muncie has a seven-bolt side cover and the BorgWarner has nine bolts.

The Muncie M20 was a wideratio 4-speed (2.56 first, 1.91 second, 1.48 third, and 1.00:1 fourth) manual transmission. This was the most widely produced transmission installed into early C3s. It was optional in 1968 (10,760 delivered) and 1969 (16,507 delivered). The M20 became standard in 1970 and started being phased out during the 1974 production cycle. It was replaced by the BorgWarner M20 wide-ratio 4-speed.

Here, a Muncie transmission is being installed into the back of a 327-ci engine and will be secured with four 3/4- inch bolts that need to be torqued to 70 ft-lbs. One person can do this task but it is much easier when a second person is lending a hand. This display simulating a Corvette on the St. Louis assembly line is at the National Corvette Museum in Bowling Green, Kentucky. The Muncie M20 wide-ratio 4-speed has been installed behind a 190-hp, 350-ci engine in this 1973 Corvette. (Note the shifter, shifting levers, and the reverse lockout cable.) The transmission is attached to the frame with two bolts on a bracket that bolts to the frame and to the transmission extension. The exhaust is also mounted onto this bracket. This completely refurbished Muncie is ready to be installed into a 1968 Corvette. The shifter has been installed prior to the transmission being attached to the 327-ci engine. The transmission is equipped with new gears, bearings, and synchronizers.

Here, a Muncie transmission is being installed into the back of a 327-ci engine and will be secured with four 3/4- inch bolts that need to be torqued to 70 ft-lbs. One person can do this task but it is much easier when a second person is lending a hand.

This display simulating a Corvette on the St. Louis assembly line is at the National Corvette Museum in Bowling Green, Kentucky. The Muncie M20 wide-ratio 4-speed has been installed behind a 190-hp, 350-ci engine in this 1973 Corvette. (Note the shifter, shifting levers, and the reverse lockout cable.) The transmission is attached to the frame with two bolts on a bracket that bolts to the frame and to the transmission extension. The exhaust is also mounted onto this bracket.

This completely refurbished Muncie is ready to be installed into a 1968 Corvette. The shifter has been installed prior to the transmission being attached to the 327-ci engine. The transmission is equipped with new gears, bearings, and synchronizers.

The Muncie M21 was first offered as an option in 1968 and fitted with close-ratio gearing (2.20 first, 1.64 second, 1.28 third, and 1.00:1 fourth). The M21 close-ratio was available until the end of the 1974 production cycle, and then the BorgWarner close-ratio 4-speed replaced it.

The M22 is a strong and reliable gearbox. Produced in low volume from 1968 to 1971, the M22 earned the nickname Rock Crusher because its straight-cut gears made a distinctive noise while driving. It was designed for maximum performance and could usually be found installed behind L88s and other high-torque big-block engines. Only 336 were installed at the factory. It was very popular with road racers and came with the same gear ratios that were installed into the M21 close-ratio transmission.

The BorgWarner ST-10 4-speed featured an aluminum case and was phased into Corvette production in early 1974. By 1975, it replaced the Muncie completely. Called the Super T-10, it was offered as a close-ratio (M21) with a 2.43 first, 1.61 second, 1.23 third, and 1.00:1 fourth. The M20 wide-ratio version had 2.64 first, 1.75 second, 1.34 third, and 1.00:1 fourth.

The BorgWarner Super T-10 4-speed manual transmission was first introduced during Corvette production in 1974. In 1975 it became the only manual transmission available for Corvettes. The side cover requires nine bolts to secure it to the case. Here, one of the shifting forks has been inserted into the gears in the front of the transmission. The W (indicating Warner as the manufacturer) is stamped at the rear of this case. Many common problems with this transmission, such as gear clashing and high shift effort, are probably due to improper shift linkage adjustment. If the shifter is loose it could be due to worn grommets in the shift linkage or loose shift levers. These are very robust transmissions and its always a good idea to check the linkage condition and make adjustments before digging into the transmission.

The BorgWarner Super T-10 4-speed manual transmission was first introduced during Corvette production in 1974. In 1975 it became the only manual transmission available for Corvettes. The side cover requires nine bolts to secure it to the case. Here, one of the shifting forks has been inserted into the gears in the front of the transmission. The W (indicating Warner as the manufacturer) is stamped at the rear of this case. Many common problems with this transmission, such as gear clashing and high shift effort, are probably due to improper shift linkage adjustment. If the shifter is loose it could be due to worn grommets in the shift linkage or loose shift levers. These are very robust transmissions and its always a good idea to check the linkage condition and make adjustments before digging into the transmission.

In 1980 and 1981, only the wideratio 4-speed MM4 was available and its ratios were 2.88 first, 1.91 second, 1.33 third, and 1.00:1 fourth. This transmission had wider gear spacing to help increase fuel economy.

BorgWarner transmissions for Corvettes have a 26-spline input shaft and a 32-spline TH400 output shaft. The 1982 output shaft on the TH350 used a 27-spline output shaft and had a 1-inch countershaft diameter. With the correct bellhousing that matches each transmissions bolt pattern they are compatible with GM 327, 350, 427, and 454 Corvette engines.

Raise the car safely in the air and set it on safety stands. Then place a floor jack under the transmission while putting a piece of scrap wood between the jack pad and the transmission. Slowly lift the jack while observing if the engine or transmission moves up or down. Any movement indicates the motor and transmission mounts are loose; you need to tighten all of these bolts. If any of these mounts are separated replace the defective mount.

Next, check the clutch pedal travel. Run the engine at idle with the transmission in neutral and the clutch engaged. Let the clutch out, wait about 10 seconds, engage the clutch, and put the transmission in reverse. A grinding noise indicates the clutch is out of adjustment or some other clutch problem. The shifting forks and synchronizers are prone to wear in these units. This causes gear rattle, difficulty engaging a gear without grinding, and the tendency for the gear to pop out of its position. Faulty clutch and shifter adjustment also impact shifting smoothness.

One of the GM Turbo Hydra- Matics is also a good choice. In 1968, Corvettes automatics underwent a major redesign. The new M40 Turbo Hydra-Matic was introduced in two versions: the TH350 and the TH400. Both carried the same option code. The factory installed the correct transmission type based on the type of engine ordered. The former 2-speed Powerglide was discontinued in favor of this 3-speed unit.

American Powertrain offers its Tremec TKO 5-speed with a .064:1 fifth gear. The ProFit system for the C3 makes installation much easier if your car is already equipped with a manual transmission. You can use the existing bellhousing and clutch with this conversion if they are in good working condition, which saves money.

This conversion requires a new driveshaft, which comes with the ProFit system. The new transmission is longer than the GM 4-speed so a shorter driveshaft is required to align with the rear differential housing. This conversion provides a huge increase in fuel efficiency.

The TH350 was an immediate improvement over the very slowshifting 2-speed Powerglide automatic it replaced. Only 2,324 were ordered in 1967, compared to 5,063 in 1968. This transmission was installed into all small-block Corvettes until 1981. It was also used in a wide variety of other GM products, including passenger cars and trucks. It can be easily modified and is a favorite among drag racers because of its performance and rugged construction. This 350 has been refurbished by Gear Star Transmission Company and modified to handle engine output up to 500 hp/450 ft-lbs of torque. (Photo Courtesy Gear Star) This cutaway shows a clear view of the torque converter and the various clutches that are installed onto the input shaft of an M40. Automatic transmission fluid (ATF) is pumped through the unit to provide lubrication and pressure to the unit. The ATF enables the valve body to shift the transmission into the correct gear. Clean fluid and filters help extend the transmissions life and provide positive shifting. Frequent heavy-duty use calls for frequent transmission fluid and oil changes. This keeps the transmission shifting as designed and extends its life. (Photo Courtesy Cutaway Creations) The round vacuum modulator can create a number of shifting problems. They include harsh up/downshifts, soft up/ downshifts, delayed shifts, overheating, and slippage in all gears. If you are experiencing any of these symptoms the modulator is a good place to start your diagnosis. (Photo Courtesy Cutaway Creations) The TH400 was introduced in 1968. In its first year of production it was only available for 390- and 400-hp 427-ci engines. The engineers were not certain it would stand up behind the 430- and 435-hp engines. After extensive testing in 1968 to strengthen it, the transmission became available in 1969 for all big-block engines including the L88. Each transmission has an identification tag on the passengers side that includes its type and build date. This particular TH400 came from a Pontiac, so the bellhousing has two mounts on the top, which is different than for a Corvette.

The TH350 was an immediate improvement over the very slowshifting 2-speed Powerglide automatic it replaced. Only 2,324 were ordered in 1967, compared to 5,063 in 1968. This transmission was installed into all small-block Corvettes until 1981. It was also used in a wide variety of other GM products, including passenger cars and trucks. It can be easily modified and is a favorite among drag racers because of its performance and rugged construction. This 350 has been refurbished by Gear Star Transmission Company and modified to handle engine output up to 500 hp/450 ft-lbs of torque. (Photo Courtesy Gear Star)

This cutaway shows a clear view of the torque converter and the various clutches that are installed onto the input shaft of an M40. Automatic transmission fluid (ATF) is pumped through the unit to provide lubrication and pressure to the unit. The ATF enables the valve body to shift the transmission into the correct gear. Clean fluid and filters help extend the transmissions life and provide positive shifting. Frequent heavy-duty use calls for frequent transmission fluid and oil changes. This keeps the transmission shifting as designed and extends its life. (Photo Courtesy Cutaway Creations)

The round vacuum modulator can create a number of shifting problems. They include harsh up/downshifts, soft up/ downshifts, delayed shifts, overheating, and slippage in all gears. If you are experiencing any of these symptoms the modulator is a good place to start your diagnosis. (Photo Courtesy Cutaway Creations)

The TH400 was introduced in 1968. In its first year of production it was only available for 390- and 400-hp 427-ci engines. The engineers were not certain it would stand up behind the 430- and 435-hp engines. After extensive testing in 1968 to strengthen it, the transmission became available in 1969 for all big-block engines including the L88. Each transmission has an identification tag on the passengers side that includes its type and build date. This particular TH400 came from a Pontiac, so the bellhousing has two mounts on the top, which is different than for a Corvette.

A C3 with a final axle ratio of 3.55:1 turns about 3,000 rpm with the original 4-speed at 70 mph. After the Tremec is installed, the engine operates at 1,900 rpm when traveling 70 mph. This adds life to your engine and greatly improves your fuel mileage. You will also notice how much quieter the car is during cruising.

The TH350 automatic transmission is designed for small-block Chevy and Corvette applications. It weighs 120 pounds and is 21.75 inches long. Its case is cast aluminum and features a 2.52 fi rst, 1.52 second, and 1.00 third. It has a distinctive oil pan that is recessed on the right rear side of the case.

This popular transmission has a good reputation for strength and durability. It can be affordably rebuilt with better components. For example, shifter kits can provide quicker, firmer shifts with less slippage and reduced clutch heat.

You can also change the torque converter to improve your transmissions horsepower capabilities. Aftermarket transmission rebuilders can provide options on how much your TH350 can handle. Gear Star offers three power-output stages for refurbished TH350 transmissions, ranging from 400 hp/400 ft-lbs of torque to 500 hp/450 ft-lbs of torque to 700 hp/550 ft-lbs of torque.

The TH400 automatic transmission is designed for Corvette big-blocks with engines rated up to 400 hp. It tips the scales at 135 pounds and features a cast-aluminum case with a 2.48 first, 1.48 second, and 1.00:1 third. In 1969 a heavy-duty version of the Turbo 400 became available for the L71 (435 hp), L88 (430 hp), and L89 (L71 with aluminum heads). A Y code in the serial number identifies them.

This transmission continues to be a favorite with drag racers because it is so strong and reliable. Aftermarket suppliers offer refurbished 400 transmissions with three power options: 450 hp/425 ft-lbs of torque, 600 hp/550 ft-lbs of torque, and 1,200 hp/1,000 ft-lbs of torque.

This TH400 has been completely disassembled by transmission rebuilder Gear Star. Each part is inspected and replaced if it shows any wear or damage. The torque converter can be seen at the left, and the valve body is also on the left. The case that is sitting on the right will be completely disassembled and cleaned of all its grit and grime in a high-pressure washer then pressure tested for any cracks prior to being rebuilt.

Once all of the parts have been removed from a TH 400, Gear Star puts the case into this cleaning basket. The basket spins and hot steam cleans all surfaces until they are completely free of all contaminants. The case is then tested to make sure it has no defects before it is overhauled.

Any component, such as this forward clutch drum, that shows wear or damage will be replaced. The extra horsepower capability that is built into these refurbished transmissions requires the parts to be capable of handling this extra stress.

The intermediate steel (left) and intermediate friction (right) clutches both show wear and will be replaced. Clutches like these can be found in 350 and 400 transmissions and are very prone to wearing as the miles pile on. It is good practice to replace any parts that show wear.

The stock GM TH400 torque converter is on the right. The smaller, higher pressure Gear Star torque converter is on the left. These smaller converters are designed to hold more pressure and can handle engines that produce up to 1,200 hp.

Internally both of these refurbished transmissions are built to the same horsepower specifications. The unit on the left is a Corvette TH400 and the one on the right can be used in a Buick, Oldsmobile, or Pontiac. The giveaway is the different mounting outline on the bell housing.

Here, a hydraulic crane is used to lift and install a TH400 transmission onto the dyno. Without fluid they weigh 135 pounds. Dyno testing is a great way to confirm the transmissions capabilities under stress.

Gear Star has installed new hydraulic fluid fittings on this transmission. During the dyno test the transmission is filled with the correct amount of fluid to check the mechanical workings of the transmission. The top connector sends fluid to the radiator to be cooled. The bottom connector receives fluid from the radiator that has been cooled. This pumping action is important to the health of these transmissions. Because these units produce a tremendous amount of heat, a good cooling system is vital.

A pair of locking pliers is attached to the transmission shifter to allow the dyno operator to shift the test unit into every gear including reverse. If an abnormalities are discovered the unit is sent back to the shop to correct them.

All of the hydraulic lines have been installed. The dyno test checks shifting, pump pressure, transmission temperature, and gear slippage. A printout of the units performance is reviewed by the engineers for any potential issues before shipping.

This is what a completely refurbished Gear Star TH400 looks like when all of the work has been completed. Each completed transmission is tested on the transmission dyno to ensure it meets the owners performance requirements. (Photo Courtesy Gear Star)

In 1982 a new Turbo Hydra- Matic 700R4 was standard equipment on Corvettes. It was the only transmission available and featured a fourth gear overdrive to help improve fuel economy. It featured a 3.06 first, 1.62 second, 1.00 third, and .70:1 fourth. The TH700R4 was strong enough for the 200-hp Cross- Fire 350 engine, but it could not support the higher horsepower levels as did previous automatics installed in earlier Corvettes.

Check the manual linkage to make sure it properly engages the transmission into the correct gear. Inspect the vacuum modulator, which can cause the following: harsh up/downshifts, delayed shifts, and slippage in low, drive, or reverse. If any of these conditions occur remove the modulator vacuum line and probe it with a pipe cleaner to see if fluid is present. If it is, replace the modulator.

Inspect the torque converter, which is a mechanical and fluid coupling that connects the transmission to the engine. It serves the same purpose as a clutch pedal in a manual transmission. When the speed increases, the converter spins and multiplies the torque inside the unit. It is important to understand that a one-way or sprag clutch is used in a torque converter. When the converter pins, it spins faster than the engine turns. When the converter slows as the engine speed decreases, it must catch or stop so the engine can drive it again. This sprag clutch design lets this happen. It allows the converter to race in one direction only and catches against the clutch in the opposite direction.

A defective sprag clutch wont allow your Corvette to go into low or reverse gear. If your transmission is full of clean fluid and is slow going into gear (or not at all), the problem could be the converter.

To check for a bad converter, the transmission must be removed. The converter has engagement tabs and a spline. Use a couple of long screwdrivers and wedge one of them into the spline to hold it stationary. Try to turn the tab with the other screwdriver. It should freely spin in one direction and hold firmly in the other. If it doesnt, the converter is faulty.

If the transmission does not move at all, also look at the pump pressure. This is rarely the problem because most pumps are very reliable, but a quick check is a good idea. The following is not a precise test because a pressure gauge should be installed, but it gives you the needed information.

Loosen a transmission cooling line (most are at the radiator) and start the engine. Wrap a rag around the fitting and place it into a container to prevent fluid from going everywhere. A sound pump sprays fluid under a fairly high pressure. If you dont see a gusher of fluid, you have a pump problem. Be very careful when performing this procedure, and only run the engine a few seconds to prevent running the transmission dry.

auto gear super case m22z rock crusher 4-speed. perfect performance with 2.73 to 3.42 rear end gears. summer sale on now!!! - muncie 4 speed transmissions and rebuild kits

auto gear super case m22z rock crusher 4-speed. perfect performance with 2.73 to 3.42 rear end gears. summer sale on now!!! - muncie 4 speed transmissions and rebuild kits

STRONGEST Direct Replacement M22 With NEW Muncie AUTO GEAR SUPER CASE With The Strongest M22z ULTRAWIDE RATIO 4 SPEED TRANSMISSION. A GREAT HEAVY DUTY ROCKCRUSHER FOR YOUR CAMARO, NOVA, CHEVELLE, CORVETTE, GTO,442. THE MAIN CASE IS THE STRONGEST MADE with fill and drain plugs. C355 Forged Aluminum Mid-Plate. AG Roller Side Cover. SUPER TAIL HOUSING 27 or 32 spline (passenger side speedo) OUTPUT. COMPLETE PROFESSIONALLY BUILT MUNCIE. (ZERO MILES SINCE BUILT). WILL WORK IN ALL 63-74 GM CARS WITH 10 or 26 SPLINE CLUTCH DISK.

Special Z ratio (2.98-1st, 2.04-2nd,1.46-3rd, 1:1-4th) Perfect for your 2.73 to 3.42 gears. Excellent performance in 1st gear and low RPM on the highway. Forget the 5 or 6 speed and all the mods needed to install. The M22z will be a direct replacement for your original Muncie with no extra mods needed. And it is one of the strongest 4-speeds made so it will live behind big HP.

This M22Z trans was built for my 1970 Chevelle SS 402 bb stock configuration which had a frame off restoration 7 yrs ago. Changed from auto to manual. This made the Chevelle much more enjoyable to drive, a huge performance enhancement, gets the cam in the rpm sweet spot. Conversion looks identical to stock since most parts are all stock bolt-ons. You can use a lower numerical gear to bring the highway rpm down and still have better than stock ratio performance. The sound of the M22Z is awesome, just like the old days. Jeff is a great guy to deal with, many years of experience. Awesome packed in a wooden shipping crate. Best money I have spent on my Stock restored true SS Chevelle. Thanks Jeff

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.

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]

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