makes these cars run is enough to overwhelm anyone. Through the years, I have gotten to know him more and more and have been honored to be a guest at his home on several occasions. I have been lucky enough to listen to many a story from back in the glory days of drag racing. He is constantly supporting me in any way that he can. I cannot stress enough, how honored I am that he believes in me enough to recommend my services to someone!
Last, but certainly not least, I’d like to thank Stacy. Writing this book has been the most involved project that I have ever undertaken. There were more than a couple times that I wanted to throw in the towel, but she convinced me to press on and reassured me that it would all be worth it … she was right!
INTRODUCTION
Chrysler’s A-833 4-speed transmission was manufactured from 1964 until 1986. It went through several design changes and upgrades throughout its extensive manufacturing run. A mid-1980s version was even offered in both two-wheel drive and four-wheel drive. This GM iteration was commonly known as the MY6; Chrysler never offered it as a four-wheel drive transmission. I will focus on the original Chrysler version of this transmission. New Process Gear in Syracuse, New York, (which Chrysler had purchased in 1934) manufactured all of the A-833 manual transmissions that Chrysler offered.
The A-833 was built in two versions: standard duty and heavy duty. The standard-duty unit used a 1-inch-diameter 23-spline input shaft. The heavy-duty version used a 1
Chapter 1 focuses on the different component and design changes throughout the production run of the A-833 to provide a detailed explanation of how the A-833 evolved. It also describes the different gearsets, synchronizer designs, component changes, and how the unit has improved through the years.
Chapter 2 outlines the basics of function in the A-833, some of which are exclusive to this gearbox design. It explains how the external and internal parts work together to transmit power through the unit. It also identifies the most common ailments of the A-833 and provides the common remedies for these problems.
I describe how to identify the A-833 transmission in Chapter 3. This chapter offers complete casting number information for all main components and lists the vehicles that these different components fit. Also included is date code information for the different components. In addition, it provides a detailed description of the various fasteners that were used during the production of the A-833 transmission. Finally, the VIN pad stampings are explained.
In Chapter 4, I dig into the actual rebuilding of the A-833 transmission. I begin with tips on creating a clean, efficient work area and explain what tools are needed to accomplish the actual rebuild job. Each section of the transmission is detailed: disassembly, cleaning, inspection, and reconditioning. The final section is reassembly.
I delve into different performance upgrades that are available for the A-833 transmission in Chapter 5. These range from lightweight housing parts to gears of different materials and different gear ratios. I also explain different synchronizer designs for improved performance.
Chapter 6 breaks down all aspects of the shifters that were used on the A-833 from the beginning until the end of production. It describes the various shifter handles, the vehicles in which they were used, and the years. It also covers the different shifter linkage rods and the shifter mount pads, providing the specifics of what types of vehicles and years they fit.
Finally, Chapter 7 identifies the bellhousings that were used from 1964 through the end of production. It provides the details for each bellhousing regarding which engine and vehicle it fits. In addition, it separates small-block from big-block. It also covers the different materials from which these bellhousings were constructed.
Writing this has been quite a journey. It is, without a doubt, the most difficult thing that I have ever undertaken on a professional level and I have learned an incredible amount. One thing for sure is that when you think that you know everything about a subject, you don’t! I hope that the readers use this book to keep these transmissions working properly and thereby continue the hobby of restoring the old vehicles so that they can be driven and enjoyed. You’ll feel a tremendous sense of pride when you grab second gear knowing that you brought that A-833 back to life with your own two hands!
CHAPTER 1
HISTORY OF THE A-833
The years 1962 and 1963 marked the beginning of serious horsepower packed into a plain package at Chrysler Corporation. With the advent of the 413 and 426 Max Wedge and later, the 426 Hemi, Chrysler found itself behind the eight ball when it came to manual transmissions. Particularly when it came to 4-speed transmissions. Chrysler typically used the BorgWarner T-85 3-speed transmission. However, most of its dragstrip competitors had manual transmissions with four forward speeds. This put Chrysler at a disadvantage.
At the time, the current offering in a 4-speed was the BorgWarner T-10 transmission. This unit proved to be a disaster, as it could not take the horsepower that the 413 and 426 Max Wedge engines were creating. With the new 426-ci Hemi on the horizon, Chrysler engineers knew that they needed to create a stronger 4-speed transmission. The engineers at New Process, part of the driveline division of the Chrysler Corporation in Syracuse, New York, put their heads together. In 1964, they released the A-833 4-speed manual transmission.
This transmission was created out of necessity due to the weakness of the BorgWarner T-10, and it filled the void perfectly. It was arguably the strongest passenger car manual transmission ever made. This strength is due, in large part, to the 3.5 inch center distance between the input shaft and the cluster gear. It was initially designed with a 23-spline input shaft, as well as a cast-iron main case, tailhousing, and sidecover.
The A-833 4-speed transmission went through many design changes and enhancements throughout its production run from 1964 until 1986. Without a doubt, the A-833 is the most varied design transmission during the muscle car era. Just one example of this is the entirely different front bearing retainers that were used. But there were many other changes as well.
One of the many design changes of the A-833 was the front bearing retainers used. Six common bearing retainers that are used on the A-833 transmission (shown here) were made of cast iron and used a seal that was pressed into the retainer itself. The retainer used a paper gasket to seal against the case. The four bolts used to fasten the retainer must have sealing compound applied to their threads, as the holes extend into the interior of the main case. The only one not pictured is a 1975-only that used a small 307 bearing and had the large 5.125 inch OD.
A-833 Design and Component Changes
The A-833 went through a few platform changes throughout the years. Along with these external changes, there were a myriad
