1. 1964 C10 3 Speed Manual Transmission
2. C10 3 Speed Manual Transmission
3. 1972 C10 3 Speed Manual Transmission

Jun 04, 2012  This video is a demonstration on how to drive a classic 3-on-the-tree style transmission. The vehicle in this video is a 1977 Chevrolet C10 pickup truck. Apr 23, 2015 - '60-87 C10 Floor Shift to Column Shift Conversion. Originally, many C10 trucks had a three-on-the-tree manual transmission when new.

GENERAL MOTORS 3 SPEED TRANSMISSIONS: Transmission Manufacture Model year and Physical Description Find Parts MUNCIE (Light Duty) 1940-63 Cars, 1940-68 Light Duty Trucks: 74 Cast iron case and extension housing with 4-bolt side cover. Has non-synchro 1st and a 'barrel' type 2/3 assembly. Units from 1940-54 have enclosed driveline, otherwise known as a 'torque tube'. Those from 1955-68 may have electric overdrive. Some of 1964-65 units have larger gears with the same tooth count as the 1940-68 units.

SAGINAW 1966-81 Cars, 1966-87 Light Duty Trucks: 92 Cast iron case and extension housing with 7-bolt side cover. Fully synchronized with 30 tooth synchro rings. 1966-69 units may have electric overdrive. It has a four step cluster and all the gears are helical cut. BORG-WARNER T16 1965-68 Cars, 1968 Trucks Inquire Cast iron case and extension housing with 9-bolt side cover. Fully synchronized with 27 tooth 1st gear and 36 tooth 2nd & 3rd gear synchro rings. Has case casting number T16-1X.

Found in heavy duty applications. MUNCIE (Heavy Duty) 1969-74 Cars, 1969-76 Trucks 75 Cast iron case and extension housing with 7-bolt side cover. Fully synchronized with 36 tooth synchro rings. This is the only GM 3 speed with the same bearing front and rear. This transmission is found in performance applications.

TREMEC T160 1976-81 Trucks 106 Cast iron, top-loaded case with side shift linkage. Fully synchronized with 36 tooth synchro rings. Same unit as Ford RAT except for a GM bolt pattern to the bell housing. Has R28-20-15 cluster gear. Found in heavy-duty applications. GENERAL MOTORS 4 SPEED TRANSMISSIONS: BORG-WARNER T10 1957-88 Cars, 1968-70 Vans 39 Cases, extension housings and side covers may be cast iron or aluminum and in any combination thereof.

Casting number T10-XX or 13-04 are on passenger side of case. They all have 9-bolt side covers and 36 tooth synchro rings. Reverse shift lever is located in the extension housing, along with main shaft reverse which is a straight cut gear.

Some of the early units, found mostly in Corvettes, have a front nut like the Muncie M21. 1984-88 units have overdrive. MUNCIE M21/M22 1963-74 Cars 76 Aluminum case, extension housing and side cover. The side cover has 7 bolts and 2 shifter cams. The synchro rings have 36 teeth and the unit has a 4-step cluster gear. Reverse gears are helical cut and are located in the extension housing.

SAGINAW 1966-84 Cars, 1985-86 Astro/Safari 92 Cast iron case, extension housing and side cover. The side cover has 7 bolts and 3 shifter cams. The synchro rings have 30 teeth and the unit has a 5-step cluster gear. Reverse gears are straight cut and are located in the main transmission case. VEGA/OPEL 1971-72 Vega, 1968-74 Opel Not Available Cast iron case with a flat pan on the bottom and shifter linkage that has one arm on each side of the trans. Shifter assembly is attached to the top of the extension housing where the two arms meet.

BRAZIL 70mm 1977-87 T Body and H Body (Chevette/T1000) Order K100134 Aluminum case, bell housing and extension housing. The main case is open at both ends, the bell housing. Is separate and houses the two front bearings. There is an internal single-rail shift linkage with the shifter mounted on top of the extension housing.

BORG-WARNER T4C 1982-84-Compact Trucks 43 All aluminum top-loaded transmission with the shifter on the top of the extension housing with an internal single-rail shift linkage. Front and rear main bearings are ball type and the cluster gear has a shaft running through it, that is supported by loose needles.

Case casting is number 13-53. BORG-WARNER T4 1983-84 Cars, 1985-87 Compact Trucks 43 All aluminum top-loaded transmission with shifter on top of the extension housing with internal single-rail shift linkage. Front and rear main bearings are tapered.

1964 C10 3 Speed Manual Transmission

The cluster gear is solid and is supported on each end by cylindrical roller bearings located in the case. Case castings numbers are 13-51 or 13-52. ISUZU M73 1982-87 Compact Trucks 53 Aluminum end-loaded transmission with integral bell housing. The Isuzu logo is cast into the left side of the case. Produced for the S10/S15 trucks with GM and Isuzu engines. Is not found in the Chevy LUV. It has a rectangular cast iron front bearing retainer and a 27 tooth rear output shaft.

The front and rear countershaft bearings are both 25x62x17. NEW PROCESS 440/MY6 1981-87 Light Duty Trucks & Vans 82 Same transmission as the A833 with Overdrive that is found in Dodge trucks. Side-loaded with either aluminum or cast iron case and used in both gas and diesel applications. Reverse on the main shaft is on the 1/2 slider. All of these units are 3 speeds with Overdrive. MUNCIE SM420 1948-67 Trucks 77 Top-loaded, tower-shift 'granny-low' transmissions found in light and heavy duty applications.

Cast iron case with cast iron top cover. Non-synchronized 1st, but has only brass type synchro rings for 3rd/4th. All gears on the countershaft are removable except for 1st. Early units have threads on the input shaft and do not have a front seal.

Has GM casting numbers and one P.T.O. MUNCIE SM465 1968-91 Trucks 78 Top-loaded, tower-shift 'granny-low' transmissions found in light and heavy duty applications. Cast iron case with cast iron top cover from 1968-87 and an aluminum top cover 1988-91.

Non-synchronized 1st with brass synchro rings for 2nd-4th. All main shaft gears ride on bushings pressed on the shaft. The only gears that are removable from the countershaft are 3rd and 4th.

Has GM casting numbers and two P.T.O. NEW PROCESS 435 1964-72 Trucks 83 Top-loaded, tower-shift 'granny-low' transmissions with cast iron case and a rectangular aluminum top cover. Main bearings may be either ball or tapered design. Non-synchronized 1st gear, synchronized 2nd-4th. The synchro's are aluminum ring/pin assemblies and 3-4 has 'pie plates'. There are no brass synchro rings.

C10 3 Speed Manual Transmission

Casting number is C-9XXXX. NEW PROCESS 4500 1967-72 Heavy Duty Trucks Inquire Same design as NP435 but is fully synchronized. All gears, including reverse, are helical cut. See New Process 435 for more information. Casting number is C-9XXXX GENERAL MOTORS 5 SPEED TRANSMISSIONS: BORG-WARNER T50 1976-79 Compact Cars (Monza, Skyhawk, etc) Inquire Aluminum end-loaded case with the bearing retainer being cast as part of the main case. The bell housing.

Is not part of this transmission. It has a removable tube that the throwout bearing rides on. The main bearing in this unit is comprised of caged needles in shell races.

Loose needles and flat thrust bearings are used throughout the transmission. Casting number is 13-38. Limited parts availability. ISUZU M75 1981-86 Chevette & T1000 Diesel, 1979 Luv. 54 Aluminum case, end-loaded unit with an integral bell housing.

Isuzu logo is cast into the drivers side of the case. This is found only is GM diesel applications and has a different starter position than the unit that goes into the Isuzu vehicles. BORG-WARNER T5 1982-87 Cars, 1982-92 Compact Trucks & Vans 44 This 5-speed is based on the T4 Design. Aluminum case with top cover, internal single-rail shift with the shifter mounted on the extension housing. Casting numbers on the case, cover or extension housing are 13-51 or 13-52. 5th gear (overdrive) is located at the rear of the transmission in the extension housing.

The cluster gear is supported on both ends by cylindrical roller bearings. The number on the front cluster gear is DK55836. All five synchro rings are brass.

BORG-WARNER W/C T5 1988-96 Camaro/Firebird, 1993-95 Compact Trucks 44 Improved version of B/W T5. Similar physical appearance and is best to remove the top cover in order to distinguish between the two. If you are unable, you can check the number of the front cluster bearing. The W/C has tapered bearings supporting the cluster gear. The number on the front cluster gear bearing is 67010BCE. The 1/2 synchro's are three piece assemblies with a lined cone in the center.

The 3/4 synchro's are black with a lining on the inside. The T5 and W/C T5 are interchangeable units as a whole but internal components are not. HM290/5LM60/NV3500 1988-96 Full Size Trucks, 1990-96 Compact Trucks Order K100319 50 Aluminum end-loaded case with integral bell housing. And a 'waffle' pattern cast into the case. These similar transmissions have three different designs and designations. Teardown is necessary before ordering rebuild kit as the differences between them are integral. NEW VENTURE 4500 1992-96 Full Size Trucks Order Km100319 Cast iron case with aluminum top shift tower assembly and a separate bell housing.

It is a fully synchronized Overdrive transmission (including reverse). It may be identified by a tag attached to the P.T.O. The four main supporting bearings in this unit are tapered. NEW VENTURE 1500 1996-97 Compact Trucks with 2.2L Engine GENERAL MOTORS 6 SPEED TRANSMISSIONS: S6-40 1989-1996 Corvette Casting number starting with 1052XXXX.

While swapping in any of the automatic overdrive transmissions probably won’t cause an exhaust clearance problem, swapping a big T56 into a slammed Camaro may give you nothing but the “scrapes.” It may be necessary to have custom headers fabricated and to install a ministarter to clear the bellhousing. This is one of those stories that you’ll want to add to your ever-expanding files of Bow Tie knowledge. This trans swapping guide is for early Chevrolet iron and concentrates particularly on first- and second-generation Camaros.

It may be the most complete resource guide the crack Chevy High Performance editorial staff has ever created. We have gone to great lengths to supply you with as much swapping information as could be dug up. This guide can tell you what’s involved with—and needed for—swapping any trans into your Bow Tie.

Easy Swaps By far the most popular conversion is swapping out an original two-speed Powerglide (PG) for a three-speed TH350. The TH350 is a bolt-in replacement for a PG, making this swap a relatively straightforward one that requires no crossmember or driveshaft modifications.

The TH350’s steeper First-gear ratio will give you improved acceleration over the two-speed ’Glide. The stock console shifter that controlled the PG will work with the TH350 as well, but you may want to replace the stock indicator bezel with one from a TH350- or TH400-equipped car to keep track of what gear you’re in. The next easy swap involves replacing either a PG or TH350 with the bigger, stronger, and heavier TH400. This swap is pretty straightforward in any early Chevy, considering that TH400s were optional in most of them. When changing from a PG/TH350 to a TH400, the stock trans crossmember will need to be moved back several inches to align with the TH400 trans mount. If your vehicle ever came equipped stock with a TH400 trans, then you could pick up a crossmember from the scrap yard or a source like Classic Industries, which would allow the TH400 to bolt right into your stock frame. The original TH350 and PG driveshaft won’t need to be shortened because it’s already the correct length, but you must replace its slip-yoke with a 32-spline unit from GM (PN 14075214).

The TH400’s torque converter features a different diameter bolt circle than the TH350/PG converters, but most GM flexplates are already drilled with the necessary dual pattern. If your flexplate has only one bolt circle, you’ll need a dual-pattern replacement, readily available for all Chevy V-8s from sources such as ATI, TCI, and Pioneer. The fittings for the trans cooler lines are in the same location on all three of these automatics, so the plumbing won’t need to be modified. And the same shifter can be used to control either a TH350 or TH400. Overdrive Automatic Swaps Starting in the early ’80s, GM began installing four-speed automatic overdrive transmissions to improve gas mileage. Another benefit of these overdrive transmissions was that they featured a much deeper First-gear ratio, giving improved acceleration off the line.

Today, the three-speed automatic transmission is extinct and all new GM cars and trucks come with overdrive four-speed automatics, making them easy to find and relatively affordable. 4l60/TH700-R4 Swap By far the most common overdrive swap has been replacing a three-speed automatic trans with the popular 4L60/TH700-R4 unit.

Just so there’s no confusion about which transmission we’re referring to, the 4L60 was the first upgrade made to the venerable TH700-R4. The 4L60 preceded the electronically controlled 4L60-E, which currently comes stock in most of GM’s V-8–powered cars and ½-ton pickups.

The nonelectronic 4L60 and TH700-R4 are essentially the same transmissions as far as swapping is concerned, so we’re going to lump them both into the same category. This swap requires minimal fabrication skills and very little in the way of custom modifications. The TH700 is equipped with a removable tailshaft housing that has varied in length for different vehicles over different years. The tailshaft housing to look for if you’re replacing an original TH400 trans came stock on mid-’80s police cars (Caprice) and the early Impala SS. This tailshaft housing puts the mounting pad almost in line with the original TH400 pad and usually requires only slight elongation of the mounting holes to fit. If you’re replacing a TH350 trans, you can relocate the factory crossmember mounting holes rearward approximately 1½ inches or swap in an original TH400 crossmember.

For either swap, the driveshaft will have to be shortened by as much as 3¾ inches. We recommend mocking up your installation with the TH700-R4 trans in place and then taking measurements to determine how long your new driveshaft will need to be before having it cut. A TH350/PG slip-yoke will work with the TH700-R4 trans, but a TH400’s will not. The TH700 uses a unique torque converter that will bolt right up to a TH350’s flexplate. TH200-4R Swap The TH200-4R has been available almost as long as the TH700-R4 but is unanimously overlooked as a performance transmission option. Truth is, the TH200-4R is just as capable and actually easier to swap in than a TH700-R4. It is ideal if you’re replacing a TH350 or Powerglide trans because a TH200-4R will practically install itself into a TH350/Powerglide–equipped car.

You may run into transmission oil-pan interference problems when bolting the TH200-4R into early Camaros with the stock TH400 crossmember. The easiest cure is to fabricate a steel or aluminum spacer to raise the back of the trans and slip the spacer in between the mount and the transmission to give it the necessary clearance (see photo). Also, the TH200 uses a torque converter with the smaller TH350 bolt circle. You may have to switch to a dual-pattern flexplate if your car came equipped with the TH400 trans. Lockup Control GM had a good idea when it installed lockup torque converters in the overdrive automatics. The purpose of the lockup is to couple the engine directly to the transmission’s output shaft in Fourth gear for the best fuel economy. One design dilemma that comes with the lockup converter is that the transmission only sees full oil pressure when the converter is locked.

This can lead to transmissions running hot and living a short life behind a powerful engine. But most aftermarket performance transmissions are valved to alleviate such problems, and running a supplemental trans oil cooler is always a good idea. ACT manufacturers a special High Pressure Valve (PN 17008) that allows the trans to see maximum oil pressure with a non-lockup-style converter, and they don’t recommend combining it with a lockup converter.

2016 f150 manual transmission. Feb 25, 2016 - 2016 Ford F-150 Accessories in Fond du Lac WI. The Ford Mustang really be the same if it wasn't available with a manual transmission?

TCI offers a wiring upgrade kit, which allows installation of a TH700 or TH200 with a lockup converter into any non-computer-controlled car. This wiring kit uses two sensors to control converter lockup at the proper time. The first sensor only engages the lockup clutch in Fourth gear, as a computer-controlled vehicle would. The other switch gets connected to a ported vacuum source and measures engine vacuum.

This switch unlocks the converter if the engine is making less than 8 inches of manifold vacuum. So when the throttle is either wide open or completely closed, the converter clutch is unlocked, allowing converter slippage. This also acts as a safety to ensure that the converter will unlock before the vehicle comes to a stop.

Automatic Shifting Control All of GM’s overdrive automatics use a cable connected to the throttle that tells the transmission when to shift. If this cable, called a Throttle Valve Cable (or TV cable for short), is connected incorrectly or misadjusted, the trans will shift too soon, too soft, too late, or not at all.

Chevy High Performance outlined proper adjustment techniques for the TV cable back in the Mar. ’99 issue in a story titled “Hard Hittin’ Shiftin’” on page 66. If you’ve installed your overdrive and the trans won’t shift right, read that story and check out your adjustment. Holley, TCI, ACT, and GM all offer cable attachment brackets to facilitate TV cable connections to any carb. Also, there is no vacuum modulator used on the TH700/TH200, so you can plug the old line that ran from the base of the carb or intake manifold to the transmission.

4L60-E And Its Big Brother The 4L80-E It’s ironic that even though both of these strong overdrive transmissions come stock in all of GM’s automatic-equipped new cars and trucks, not many of them are finding their way into early performance musclecars. Perhaps that’s due to their weight and high initial cost. Or maybe it’s because they’re hard to find used in the scrap yards and many people don’t want to add a computer just to control the transmission. To make that task easier, JET Performance Products now offers a stand-alone computer-controlled system that will operate a 4L80-E transmission behind any carbureted or fuel-injected engine.

The 4L80-E Transconversion kit features its own computer with software that is custom-tuned to your vehicle’s specifications, providing the proper shift points, shift quality, and lockup torque converter function. Its wiring harness has a built-in diagnostic port that will allow the connection of the modern scanning electronics present in any Chevrolet dealership’s garage to track down and diagnose any transmission-related problems. The JET system will not interfere with any existing computer systems you may have already installed in your vehicle. Manual Gearbox Swapping This is where things get complicated—not because swapping an older four-speed or even a newer factory five-speed is all that difficult, but instead because there are so many different variations of manual transmissions floating around today that just knowing what you’ve got is a big step in the right direction.

Chevy High Performance has covered the transplant of GM’s T56 six-speed manual transmission into early Chevys in several stories (see “Get Six,” Sept. ’98, and “Get Six, Pt. ’99; “Thrasher,” Oct.

’98; and “Trans Swapping Tech,” May ’99) so we highly recommend referring back to those issues for details concerning a T56 swap. Several companies are now offering parts to help make swapping in a T56 a whole lot easier. One part is a completely new aftermarket T56 transmission assembly from National Drivetrain. All T56 transmissions installed in late-model cars use an electronic pickup to measure speed, but National’s T56 is designed to use the standard speedo cable and T5 manual transmission’s drive and driven gears. This T56 is a direct replacement for the weakling T5 trans that came stock in third-gen Camaros. Its case length and mounting pad are identical, and it features the same input/output spline count as the T5. It does require that the clutch be converted to a hydraulic pull-off design using a hydraulic master cylinder and remote fluid reservoir.

Centerforce has come to the rescue and offers a clutch, flywheel, and pressure plate made to adapt this trans to early, two-piece rear-main-seal small-blocks. Swapping any six-speed trans into your early Chevy iron is expensive and difficult, but it will give you the ultimate in shift control and cruising speed. There is much custom fabrication work involved in a six-speed swap as well as some additional high-performance hardware that you’ll need, including purchasing or fabricating a custom mounting bracket and modifying the stock clutch pedal for the hydraulic-clutch master cylinder, modifying or fabricating a complete transmission crossmember, relocating the shifter hole in the floor of the car, shortening the driveshaft and possibly changing its yoke, and even installing a small-diameter starter and having custom headers built for clearance. This may sound like a lot to swallow in one gulp, but one astute reader sent us a very detailed list outlining the modifications needed and the costs involved with making his T56 swap a reality. Roughly $3,000 later and after some very inventive engineering, he was rowing a T56 six-speed in his ’69 Camaro (see “Get Six, Pt. We won’t say a T56 swap is a bad idea, but it’s not for the timid or frugal.

1972 C10 3 Speed Manual Transmission

There are other aftermarket manual trans options available for the early Chevy crowd that won’t cost more than the down payment on a new car and are much easier to complete. One such swap involves installing a Richmond four-, five-, or even six-speed manual transmission. The Richmond gearboxes are unique in that they can be ordered with a variety of gear ratios to fit different driving styles. Only the Richmond four-speed trans is a direct-fit replacement for the ’71-and-later Muncie and Super T-10 transmissions using the same 26-spline input and 32-spline output shafts. Its overall dimensions are very close to either of those gearboxes, so the Richmond four-speed can be swapped into any car in which a ’71-and-later Muncie or Super T-10 was optional. The Richmond five-speed is known as the Street Five-Speed and also uses a 26-spline input and 32-spline output shaft. It also has essentially the same dimensions externally as the pre-’71 Muncie and old T-10.

The only modifications needed to install a Richmond five-speed in a pre-’71-Muncie– or T-10–equipped car would be moving the crossmember back approximately 2½ inches. The Richmond Street Five-Speed is not an overdrive trans and can only be ordered with a 1:1 Fifth-gear ratio. Richmond’s bad-boy overdrive six-speed is a whole different beast from the rest of the six-speeds on the market. Some of the benefits of the Richmond six-speed is its light weight (108 pounds) and its ability to use a regular-style mechanical clutch and linkage from an early Chevrolet. The six-speed Richmond box is also available with either a 10- or 26-spline input shaft, and is an easy swap for early 10-spline–equipped Muncie and T-10 cars because its overall case length is equal to a Muncie or T-10. The rear mount on the Richmond six-speed will require a custom-fabricated crossmember—installed approximately 6 inches farther back—or it’s often possible to relocate the existing crossmember rearward. The new Richmond six-speed trans comes with its own six-speed shifter assembly that will require elongation of the shifter hole in the floor.

More can always be said and learned about any topic as vast as transmission swapping—a whole book could be written on this subject—but we’ll try to condense all the important information and pass it along to you as it becomes available. Feel free to write in with questions concerning your particular swap. We can’t answer your question directly, but we may address it in a future story, so stayed tuned.