copying this from the parts wanted section... is there a difference between the 904 auto and the 833 manual brace?

certainly the 2 bolt holes in the block are in the same place, and eyeballing the side brace installed on the 83 D150,, the front flange on the 833 bell housing looks to be in line with the rear face of the block, the same way the front face of a 904 would match to the rear face of the block..

is the brace a different lenght for an 904 compared to a 833 brace?

thanks

Yes they are different.

You could Modify the auto Trans one on the Bellhousing end if you wanted with a cutoff wheel, welder, Drill bits and some metal plate.


Greg

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The lengths are probably the same but the mounting system / orientation is different auto 904 to manual Bellhousing.


Greg

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Manual Brace has to reach down further than auto brace so it's "longer" to reach the lower hole on the manual bellhousing.

Picture puts the auto brace on top of the manual brace for the comparison.

http://s296.photobucket.com/user/184pal ... l.jpg.html

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1965 Dart 110k, 225, Carter BBD Super Six, 2 1/4 single exh., sbp manual scarebird front disc, 7 1/4 rear 2.94 sure grip, 14 x 4.5 OEM wheels, 833 OD with hyd. throwout bearing, HEI, electric fan, ram air/heated air, Accusump. http://plymouthcarclub.com/

Correct...it's a little wider as the picture shows, but at least the manual tranny "wing" is the same regardless of 3 speed or A-833/OD 4 speed....the one for the NP435 is completely different than the high mount starter versions noted above...

one would think that with just a bit of simultaneous engineering between the Chrysler manual and auto tranny group,, Chrysler would only be: tooling, sourcing, stocking, installing, servicing.. one bracket instead of two..

I would not think that it would be possible to have two unique brackets, but then remembered these parts are 60's and 70's engineering..in some ways we are much better today.

thanks for the info..

If you look closely at the picture you may see the "tab" with a hole in it for a possibly a spring connection. Consequently the brace in the manual setup also serves more than one function.

This is also a difference from the auto brace.

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1965 Dart 110k, 225, Carter BBD Super Six, 2 1/4 single exh., sbp manual scarebird front disc, 7 1/4 rear 2.94 sure grip, 14 x 4.5 OEM wheels, 833 OD with hyd. throwout bearing, HEI, electric fan, ram air/heated air, Accusump. http://plymouthcarclub.com/

If you can't wait out finding one, perhaps you can find a second (more common) slushpump one. That one could be trimmed, and welded to the bottom edge of the first one fairly easily. Thus making a reasonable cobble.

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I just got a manual brace from Doc and so I'm all set.

That is how I did the comparison picture.

Thanks for your thought.....Don

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1965 Dart 110k, 225, Carter BBD Super Six, 2 1/4 single exh., sbp manual scarebird front disc, 7 1/4 rear 2.94 sure grip, 14 x 4.5 OEM wheels, 833 OD with hyd. throwout bearing, HEI, electric fan, ram air/heated air, Accusump. http://plymouthcarclub.com/