Chrysler A-833 Transmissions. Jamie Passon

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 of internal ones. They will be explored in the following pages.

       1964–1965

      The initial A-833 configuration had a 23-spline input shaft and a splined output shaft with a threaded section at the end. The flange slid onto the splines and was retained by a special serrated locking nut and washer. A flange connected to a driveshaft equipped with a booted universal joint, called a “ball and trunnion,” via four 3/8 -24 studs and a special tall corresponding nut. No washer was used. The A-Body flange was smaller than the B- and C-Body versions.

      All three 1964–1965 tailhousings are displayed here. The top is for an A-Body, the middle is for a C-Body, and the bottom is for a B-Body. Notice the speedometer gear keeper bolt location at four o’clock on the B-Body versus one o’clock on the C-Body. The transmission mount flange is also wider on the bottom of the housing on the C-Body.

      There were two versions of this configuration. The A-Body had a tailhousing length of 10½ inches less the flange. The B-Body and C-Body version had a length of 16¼ inches less the flange.

      There were also different first-gear ratios for each of these configurations. The A-Body had a 3.09, and the B- and C-Bodies had 2.66. The 1964 and some 1965 production units used an oil slinger between the input shaft drive teeth and the front bearing. The initial shift fork design (in 1964) was a very small paddle-type 1-2 made of a brass alloy and a steel 3-4 fork.

      These forks were used in 1964. The top fork is the small paddle-type 1-2 fork that caused problems with power shifting because of unequal pressure on the slider. The lower 3-4 fork was steel and worked well.

      This shift fork design proved to be an issue for power shifting, as it did not spread the force out over the circumference of the slider, loading one side of it. The fork was redesigned for 1965, and this fixed the problem. The 3-4 fork was also switched from steel to a brass alloy that year. The 18-spline input shaft also was introduced in late 1965.

      The 23-spline front bearing retainer had a casting number of C-94796. This was the only retainer used on 23-spline units until 1967. The B- and C-Body units used a 307 bearing in the front and mid location. A 206 bearing supported the rear of the output shaft very solidly. This design was favored for competition in NASCAR, even after the slip yoke output shaft replaced it in normal production.

      As