Hello everyone,

I decided to completely rebuild my 23 spline input 833OD. I did it very slowly taking pics of EVERY detail and recording the things "they" don't tell you in "the books". One of those things is that mine had TWO 308 bearings..one input as expected, but one output... NOT expected. So I had to get another 308 and wonder how many of you have found your 833OD's to have a pair of 308's and thus find yourself a bearing and a tanged retainer ring short on rebuild day? How common is this paired 308 bearing set in the tranny...now don't get me wrong, I am pleased to have both bearings be so heavy duty, but all the books say the rear one is a 307. I am hre to say "not so".

I also found some misstatements in the written procedures in the Musclecar Review article (Feb 1990) and in the Chilton's 1980 text. But in getting my parts I found a seller I want to recommend to you all... a superbly customer-oriented parts source for parts for these trannys and for almost everything Mopar...things like Legendary interiors, OEM floor pans, Borgeson custom steering shafts, FPI fuel system stuff like tanks, TTI headers, and of course small parts down to snap rings..

That source is Scott Vadnais of Mopar Parts and Service (651 - 714 - 4883) (Dartman67@aol.com) in St. Paul MN.. This guy and his company buy in volume and buy remainders and assemble rebuild kits for the tranny down to whatever level you want.

I got a kit down to the woodruff keys for the countershaft and reverse gear shaft at less than $130....not the $250 you often see quoted! All NEW Mopar parts too, INCLUDING the USA bearings that were quoted to me locally at $50 each. Scott even knows the parts numbers from memory and can ask you the little things like whether your synchronizer stop rings have square or tapered holes. The kits is so complete I bought an extra to keep on the shelf.

BTW, I plan to make a CD of this rebuild and include a tool list, because there are two specific snap ring pliers that make the job easier. My tranny had been around water so I had to polish the bearing surfaces on the input, main and countershafts shafts by using a crankshaft lathe and polish the shafts like they were crankshafts. And of course the bearings pressing off has a peril too..This is an easy tranny rebuild job, once you have done it, so I want to make a visual adjuct for forum members libraries.

Missing the forum lately by being in the shop,
rock
'64d100

Seen that too...

We just let it go by, like those 1975 A-833OD A-body tranny's that were machined for the A-904/A-230 driveline yoke, or the A-230's that got machined for the A-833/A-727 yoke...nor the problems of trying to find the correct tailshaft bushing and seal for the 1972-1974 A-230 (there are 4 different ones...). Of course the other favorite is when you have to frankenstein a tranny together from two or three (the bolt holes in the OD casing either break or strip due to the use of aluminum...the 1975 iron case is more desired for HD use), that's when you find out that there are two different gear sets for the OD one set will have a coarse gearset and the other will have a few more teeth per gear (but not fine pitched...).
It's aggrevating.

I got a rebuild kit from NAPA when I did mine and it came with two 308's and a 307...they don't carry that kit anymore though.

I have been told by a couple of old timers to use goop instead of the gaskets as the warpage of the aluminum side plate and body can cause sealing problems, even after planing the side plate and body...

Good luck, it's a fun project!


-D.Idiot

I have also had good luck with scott vadnais. here lives near me and I have dealt with him quite a bit.