rdj59

Hi, will the A-833 or MY6 trans bolt in place of a TH-350 or a BW 3-speed from a 68 corvette. I'm going to use the 3 speed from the vette for now and then swap to a A-833 trans later. I'm trying to avoid having to cut the driveshaft twice. The Vette 3 speed has a TH-350 spline yoke and from what i understand, so does the A-833. If it is the same length that would make everything easier.

Thanks,
Jeramie

Air_Adam

Isn't an A833 a Mopar 4-spd? IIRC thats what was used on the 426 and 440 cars...??

No, theres no easy or cheap way to do it. The bolt patter will be different, the input shaft size/splines will likely be different, the shifter linkage will be different, the output shaft and yoke will be different, the trans mount will be different.

rdj59

They came as an option on 80 gm trucks with a standard gm bolt pattern. They also have pretty close ot the same ratios as a 700r4.

Jeramie

anesthes

iTrader: (12)

I just bought one.

FIgured since this was the ONLY post on TGO about it, I'll update it with my progress.

So far, yes, same ratios as 700R4, very strong according to folks online, comes with a hurst shifter, same output shaft.

It's the same length as a short th350, so it would require a longer driveshaft, right?

-- Joe

anesthes

iTrader: (12)

OK.

The A-833 trans was offered in two GM versions for trucks. An aluminum case, and a cast iron case. The cast iron case is stronger than the aluminum, to the tune of a torque rating of round 500 foot lbs. (used on diesel applications).

Gear ratios are as follows:

3.07 1.67 1 .73

Which is the same as a 700R4. The NON overdrive models (mopar cars) had the following ratios:

2.47 1.77 1.34 1

The OD version of the transmission swaps the 3rd gear 1.34 for a .73 overdrive gear. The shifter lever is flipped upside-down so the shifting pattern remains, so you end up with the OD gears.

As far as I can tell, first and second can be swapped out for a 2.47 and 1.77 gear, to make the ratios similar to a TH350 (but having the overdrive).


On the topic of bolt patterns. The GM version was offered in two bolt patterns. One, a MUNCIE/SAGINAW pattern that is the same as your T5, and another using the MOPAR pattern. GM offered a bell housing with the MOPAR pattern for use with this transmission from 1980-1986.

The bell housing was offered in two styles, one with an arm to mount the slave cylinder (late style), and another used a Z-bar like the early fbody.

http://members.cisdi.com/~anesthes/a833/bell1.jpg

The bell housing will allow a 168 tooth flywheel, so you can run a heavy duty 11" clutch which means no more clutch slip on 500hp cars with slicks.


The length is the same as a short-tail TH350.

Because of the way the shifter mounts:

http://members.cisdi.com/~anesthes/a...n/PIC_0136.JPG


A TH350 torque arm adapter MAY work.

http://members.cisdi.com/~anesthes/a...n/PIC_0142.JPG

Reasons for swapping to this trans?


Torque rating higher than a T5 or T56
Entry price is cheaper (About $100 used)
Can use larger flywheel/clutch combo
Comes with hurst shifter
Can be geared just like a Th350 for racing, but gives you an OD for highway

-- Joe

cosmick

As the other person noted, this being the only thread about the 833, I'm also researching this, and my info differs slightly. To get the best torque capacity you need the 2.47:1 low with the iron case. The '81-'87 GM C10 had 3.09-1.76-1.00-0.73 in an aluminum case. Seems it would require Hurst's Mopar car shifter rather than a C10 shifter. The part number is 3916790, and the cost is $375.
Nowhere near the strength of a T56, and by the time you buy the trans, synchros, shifter, and a bellhousing, the T56 is similar money.
Then, as noted, the torque arm. And for '89+, the speedometer