How to Build and Modify High-Performance Manual Transmissions: Disassemble, Evaluate, Rebuild

• BorgWarner T10
• BorgWarner Super T10
• GM/Muncie
• Ford Toploader
• Chrysler A833
• Tremec T5

Although the T10 and Super T10 may look the same, internal differences require slightly different disassembly procedures.

The build techniques are similar to the Muncie, and after a while, one becomes proficient at building this style of transmission.

Like the Muncie, they have a side cover, a mid-plate-supported mainshaft, reverse shifter shaft in the tailhousing and a countergear supported by a pressed-in countershaft with loose needle roller bearings and thrust washers.

The mainshaft and all the gears can be pulled out of the T10 transmission while the countergear and input shaft remain in place.

The Super T10 countergear must be dropped first, or the front bearing removed, in order for the upper geartrain to clean the countergear during removal.

The Toploader's top cover and side-mounted shifter shafts distinguish it from all other American 4-speed designs.

Although there were some 3-speed transmissions manufactured, the Toploader 4-speed loaded the geartrain from the top.

The T10, Muncie, Saginaw, and Chrysler A833 all used a side cover.

It is also interesting to note that this transmission used a 3-shift rail design.

The shift rails kept the shift forks moving in the exact same plane as the synchronizers. All other transmissions were designed with the forks moving in an arc, and these side-cover designs allowed for more shift-fork play.

The Toploader design maintains a better shift-fork geometry, reducing wear and contributing to a better shift feel.

Ford, just like GM, used a T10 4-speed. The Toploader was introduced in Ford cars in 1964. There are several years in which both the T10 and Toploader were actually used within the same platform.

The passenger-car Toploader came in three different case lengths and several spline configurations. Output shafts in early 1964-1965 cars had weak 25-spline output shafts. Later, these were revised to 28-spline output shafts.

• Preface
• Introduction

• Wide and Close Ratios Explained
• What Makes Close-Ratio Close?
• Goodbye Wide and Close Ratios
• The How and Why of Synchros
• Gear Design Basics
• Bearing Selection

• So What Do I Use?
• Repairing Castings
• Gear Preparation
• Bolts and Threads
• Hydraulic Press Basics
• Loading Needle Bearings
• Subassemblies - Synchronizers
• Bearing Tips
• Gaskets and Sealants

• T10 4-Speed History and Facts
• BorgWarner Numbering System
• Rebuilding T10 and Super T10 4-Speeds
• Early T10 Building Basics
• Rebuilding the T5
• T5 Assembly - Starting From the Ground Up
• High-Performance T5

• How to Identify a Muncie
• Serial and VIN numbers
• Putting it All Together
• M22 Heavy-Duty Rockcrushers and New Muncies
• GM Speedometer Primer
• Calculating Speedometer Errors
• Muncie 4-Speed Rebuild

• Transmission Build-Up
• Final Assembly

• Saginaw 4-Speed Transmissions
• Richmond Gear 4+1 5-Speed Transmission
• ZF Transmission S6-40
• Tremec Transmissions
• Doug Nash 4+3 Transmission
• Autogear M33 "Syracuse 5-Speed" Transmission

• Clutch Components
• Clutch Types

• The Need for Shifters
• Fixing the Hurst Competition Plus Shifter
• T5/T6 Shifter Modifications



• Appendix: Gear and Torque Specifications and Oil Capacities