It is an aluminum 4 speed overdrive, which, according to what I read, would indicate it came from a Feather Duster and is subject to excessive wear if it was on a V-8. It says there were no steel bushings in the aluminum casting.

But the seller says it has a production date of 5-20-77, while the negative reading refers to 1975 and 1976. One year difference and someone might be wrong about any part of all this.

He also gave "part number" (casting number?) of C 13303 G which I can find no reference to.

Can anyone clarify this situation any? Might this not be the lightweight warned about? Were there any aluminum 4 speeds on later Darts that don't come with a caveat?

Thanks

Not sure where you read that, but it's not right. The aluminum case was used in all 833OD applications, as was the cast-iron case. The case material depended on production date. Some of the aluminum housings had casting porosity problems (tended to leak ATF through the casting) but other than that, I'm not aware of their being fragile.
Don't know if that's true or not, but I doubt it's correct.
What is meant by "negative reading"?
It's neither a casting number nor a part number.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Aluminum case A833 transmissions came in many cars other than feather dusters. Some were cast iron, some aluminum, and some with a main case of one and a tailshaft of another. I have heard that same warning about the unbushed cluster shaft but have never had a problem with one because of it. Neither have I encountered a porus case although Bob Stepp told me that was a common problem.

I have used this transmission for over 10 years in my 62 Valiant that I drive on the road and drag race with some frequency. I have always been more than satisfied with how it works including the disparaged Inland (aka toilet flusher) shifter. I did go though 3 of them before I figured out that you have to completely fill it, or the rear bushing will not get lublicated and fail. They used to be easy to find at swap meets for less than $100 but I haven't seen any lately. I have a spare good one in case I ever need it. With the matching bellhousing it is by far the lightest and easiest way to put four gears behind your slant. You'll like it.

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If you didn't drive it there, it's not a street car.

The Countershaft Can walk in an aluminum Case if under High Torque/ HP Situations - Like a built SB or BB.. The Solution.. Swap the guts into an older cast case 833.. oR Spend $2000+ at Passion Performance Transmissions.

I have swapped one of my OD 833 Gearsets into a cast iron case with no problems at all.

Greg

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Thanks, everybody, for your input.

I have two cast iron 3 speed cases. Aren't they the same thing as the 4 speed cases?

Thanks

PS. Anybody know how hard it is to find 4 speed linkages for these?

No, or at least not the ones I'm familiar with.
I don't think the 'regular' 4-speed linkage will work on one of these because of the reversed 3rd/4th lever on the side of the transmission.

Also, the comments above are valid - after many miles the aluminum supporting the countershaft loosens up. I don't know if it's a problem with the /6, but I know V8 guys that kill them regularly.

There are different input shaft bearings too, so make sure that if you swap it into an iron case it's from a similar-era 4-speed

It'll work, the rod covers the same distance whether up or down... if you accidentally flip the toggle on the OD tranny the shift pattern is like the straight box, but you find out quick that 3rd becomes too granny and 4th is passing only too well...



Just for the record...

The first year the OD was out in the 1975 model year... those came with iron cases, and your hernia will let you know how heavy while movingone around... the 1976 model years were mostly aluminum cases, but there is some mix and match that can happen (mostly aluminum tailhousings).

There are no steel/iron inserts in the OD aluminum casing, the countershaft and main shaft bearings all ride on the case... which plays merry heck for guys running built engines in OD where the mainshaft input shaft aren't 'locked' by the collar...

The A-230/903/745 cases are nothing like the A-833 cases... (I often wonder why mopar didn't use the same gears in the A-230 and the A-833 OD for the 1st 3 gears to cut back manufacturing costs...)

The A833OD like that would be from an Aspen or volare 1977/1978... they are just the same as the 1976's on up to the 1980's...

if you go to buy it and it's loose... flip the toggles to neutral and roll the input shaft... feel/ listen for any grinding, tip the tranny back to see if any fluid runs out... if it's red, they used the factory recommendation of ATF... which may be OK, if it's heavy oil 90wt, the innard might be in pretty good shape..., if mud, burnt fluid, etc.. comes out... walk away or say $50.

-good luck
-D.Idiot

The innards are theoreticly OK. The seller says it was rebuilt and never made it into the project of the previous owner.

thanks