- #Old style to new style o2j trans shift assembly pro#
- #Old style to new style o2j trans shift assembly free#
The modified A833 was only allowed in a class that it really wasn’t designed for. However, the transmission was not allowed in its intended racing class because the rulemakers thought it would give Chrysler an unfair advantage. These transmissions were made with completely new gears, which was also a first because few people back then had the resources to do such a thing. Next modified a Chrysler A833 with clutchless gears and won bestengineered product at the 1974 SEMA Show. Liberty patented the concept of the pro-shift ring as a modification to a factory gear by grinding off the old engagement teeth and welding a new pro-shift ring. The ring decreased the number of clutch teeth to 12 but increased the width, giving them back their holding power.īy 1972, business was so good that Joe left Cadillac Motors and started Liberty’s High Performance Products. Reducing the number of clutch teeth from 36 to 18 may have increased shift speed, but it promoted more wear. Joe Liberty slick shifted his friend’s transmissions for drag racing. His design revolutionized the way transmissions shifted, and his name became synonymous with drag-race transmissions. In the mid 1960s a tool-and-diemaker for Cadillac was trying to improve on the slick-shifting concept. This shows the intricate machining of a Formula 1 titanium shift barrel and dog rings. The broken teeth are ground away to make a 3-speed dirt track transmission. The opposite gear has to be on the exact same tooth, or the transmission will lock up.īar stock cut for an input shaft made out of 9310VAR alloy.Ī G-Force racing countergear is being machined for a T5.Ī Muncie 4-speed countergear that had broken first gear is recycled. The latest version of a dual-countergear transmission increases load capacity by putting more gear teeth in contact with one another and splitting the load in half.Ī complete proshifted Muncie 4-speed utilizing new gears.īecause you are using two countergears, they must be timed. The larger window allows for higher RPM shifts. Notice how large the window is between the lugs.
#Old style to new style o2j trans shift assembly pro#
Stock Muncie input on the left, and one modified with Liberty’s Pro Shift Ring on the right.Ī JT5 Enduro gear has this removable dog ring faceplate. Every other tooth has been machined away to create the 18-tooth gear. The standard A833 slider ring featured 36 teeth, but Chrysler was the only one of the Big Three to offer an 18-tooth slick-shift slider ring. In fact, you could purchase from Chrysler complete, new gearsets and sliders for the A833. You purchased the sliders and modified your own gears. This technique is called “slick shifting.” From the 1960s to the early 1980s, it was possible to find new sliders specifically made for slick shifting. The downside is that the engagement teeth must carry double the load they were originally designed for. At 6,000 rpm I now have the surface speed of a 3,000-rpm shift. So, getting back to those 36 engagement teeth, if I remove every other tooth on the gear and slider, I’ve effectively cut my surface speed in half. However, if I remove every 10 pickets from the fence I can get the stick through the fence at 60 mph just as easily as if I were standing still. If I’m standing still, I can stick it between the pickets, but if I’m driving by at 60 mph, the stick may bounce off the fence. I always associate this with trying to place a stick through a picket fence while driving by that fence at 60 mph. When spinning above 6,000 rpm, the surface speed of the gear and slider can be very different in certain ratios. The matching slider that engages the gear has the same number of teeth. In a typical synchronized 4-speed, such as a Muncie, T10, Chrysler, or Ford Toploader, the transmission has 36 engagement or clutch teeth on the gear.
With the newer style of metal alloys available today combined with the state-of-the-art CNC machining and 3D modeling, gear design has evolved to a level that allows for stronger horsepower capacity within a smaller configuration. Endurance events, such as NASCAR-style racing, require designs to be as light and efficient as possible. In a road-race environment, automatic design does not allow for quick ratio changes, quick tear-down, or the availability of efficient 4-, 5-, 6-, or even 7-speeds.
Daytona may require a different set of ratios compared to Sebring. There are many gear ratios needed to negotiate various race tracks. You can copy and paste this link to share:
#Old style to new style o2j trans shift assembly free#
SHARE THIS ARTICLE: Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in.
0 kommentar(er)
