So you get a 5th gear overdrive and at least one clutchless shiftto be used at any moment we ship the kit with our 6speed car badges and a huge performance gain plus get to retain your period correct transmission in the car and get the worlds strongest overdrive trans. Since your Muncie or BorgWarner is stronger than any non-race 5 or 6 speed, the Gear Vendors is just he right way to get overdrive in your GM manual performance car.
The Gear Vendors comes with a 30 day money back guarantee so you know you will be happy with everything you get from us and how it installs and drives. All our kits also have our 2year unlimited mileage, horsepower, and abuse warranty — you can go to the dragstrip every weekend and still be covered — no other overdrive can handle that. It is the gear under your seat that counts. If you take a few moments to study the gear chart for your transmission and rear end ratio combination you will see why this product is so popular.
The Final Drive Ratio shows you how many times the engine turns for one complete turn of the tires. Gears are multiplier of torque. Close ratio gearing lets us work both the torque and rpm side of this equation for big gains in HP and performance. You may also find a similar four-speed 'RTS style' non-Jeep top shift aluminum case transmission, but without Ford casting numbers or logo, and having only a Tremec case number C I believe they may have been non-Ford replacement F transmissions supplied by Tremec to aftermarket transmission shops.
The first three characters on the Tremec tag should be 'RTS', and be immediately followed by a two-character alpha code as shown in the pic above, and in Column 1 in the table below. The two-character alpha code will identify the overdrive ratio as originally built by Tremec. Improper gearing results in lugging the engine at low RPMs and destroying Babbitt engine bearings! Lugging occurs when the engine is operated under load at below peak torque for any length of time.
Also, don't forget to improve your brakes! Classic Industries offers thousands of parts for GM transmissions and drivetrains. Check out our GM transmission parts store page , or click the button below to get a free full-color parts catalog. Recognized as the undisputed leader of the Restoration Parts industry, Classic Industries is one of the largest and respected distributors of reproduction, performance and original GM and MOPAR parts and accessories in the industry.
Located in Huntington Beach, California, Classic Industries has provided over 1,, customers with parts and accessories they've needed to restore their vehicles for over four decades. Search Our Articles Search. GM Transmission Identification Automatic Transmissions The easiest method of GM automatic transmission identification is to examine the transmission pan. Also, the reverse lever on the Muncie units is mounted in the extension housing, while the Saginaw reverse lever is mounted in the side cover.
Locate the serial number to differentiate and up Muncie transmissions. The transmission case has various codes including the casting code and the serial number.
The serial number provides the date of manufacture, however, on and later transmissions there is a letter code at the end which identifies the gear-ratio, which is different on all three Muncie models.
An example of the serial number is "P4D23B. Decode the serial number. According to My SS. However, it is thinner by 4 mm and smaller in diameter by 8 mm. By late the rare case started to show up in cars with a larger bearing bore. Therefore, they kept the width of the smaller style bearing of 17 mm but went with the standard outside diameter of a The casting clock codes are at right above the fill plug.
The number represents the month and the dots represent the week. Most of the time the other cloc is blank, but occasionally it represents numbers and deviations to the original blueprint. Later cases seem to only have one clock. Their number was B. It is unique to the Muncie and was used until the very end of production in all main cases with the exception of the case.
By the case appeared. By late the case was cast with GM Patent Number The case with the same casting number has a squared-off upper extension housing boss. The left case is a T The bearing bore is smaller than the Muncie case on the right. The case used the same bore as the T The main case was used during and Most of these castings look very rough.
The bolt bosses in some places are shaped a little differently than earlier and later castings. It may have been from a different foundry. These surface from time to time but are rare. Corvette production determined how Muncie design evolved. By late , the Turbo Jet engine, rated at hp, was introduced.
A very small number of engines also found their way into the Impala. I learned from speaking to many builders that the rare case seems to be in a few Corvettes and full-size GM cars with big-block engines. The case with the last numbers milled off is in some full-size cars, such as the Impala. This usually indicates that the gears used in the milled cases might be of a different steel alloy. The case appears to be identical to a case so perhaps it is made of a different aluminum alloy.
It appears that more milled cases are in circulation compared to unmilled cases. They all seem to come from big-block cars. The case, with a December 17, , build date, was probably for an early car. These cases were run in conjunction with the case. This might have been a different alloy because its appearance is identical to the case and it was to be used strictly with the new big-block engine. Photo Courtesy Ed Hartnett. The main cases saw some additional design changes.
With the introduction of the case, the countershaft bore was increased to 1 inch. The case countershaft bore usually stretched out so the increase in shaft diameter spread the counter-shaft load over a wider area. These two milled cases have March assembly dates. They are obviously cases with the portion of the number machined off.
Coincidentally, March seems to be a time when the engine started to migrate into more vehicles, such as Z16 Chevelles, Corvettes, and full-size Impalas. These transmissions probably were assembled with special alloy gears, because the case casting is identical to the as well.
Usually when an external modification is made to the case, such as milling, it means a special internal mod. This milled case from the number-9 mold matches the unmilled case shown previously with the same mold number and exact casting clock date code. What you can see is that before March these cases were not milled. The versions of this case are identical except that the upper middle extension housing bolt boss on the rear of the is square rather than round shown on the painted orange case.
This case was used to the end of The way to differentiate a case from a is by the serial number. This case casting was used during the and model years; was the first time a year designator was added to the serial number.
This one has a January 19, , date code. This is a case dated June 2, The rear pad where the numbers are stamped is wider than earlier versions of the case. The mounting ears also have thicker gussets than earlier cases. This casting design evolved into the and-up castings. The cases were used primarily in to Some spots also have more material and the case has a thicker look to it. Perhaps an alloy change as well as a tooling change warranted a new number. By the start of these cases and all future cases had the drain plug boss drilled and threaded.
The casting seemed to surface by the last quarter of Stamped serial numbers for all model year cases also included the year designator. The last Muncie case was the It is identical to the case but definitely has a different color. This main case has a P8R04 assembly date and was cast in a number-2 mold.
The VIN in the left picture is 28G; it decodes as Pontiac 2 year 8 and G plant followed by the sequential production number. Therefore, this is a LeMans case. Here is a rare casting from a Camaro. The assembly date of P9P16A translates to September 16, Notice the odd casting clock above the fill plug and that it was drilled for a drain plug.
This was mold pattern number 1. It was used primarily with the spline input shaft and larger spline output-shaft models, so it appears that they were looking to optimize strength everywhere possible since the engine was introduced in
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