today would have been the day the day the 83 D-150 powered itself out of the garage,, however found the tubular section of the a833 input shaft bearing retainer broke off flush at the base...

With the rear of the truck up on jack stands, with the motor running I could shift the tranny through the 4 forward gears,,however it would not engage reverse,, I had previously adjusted the tranny linkage using a rod through the shifter hsg..

So with the motor off, I shifted into reverse started the motor and the released the clutch,, everything seemed fine, I then pushed in the clutch and shifted into first,, went fine,, I then pushed on the clutch to shift into second and the clutch pedal went to the floor with no effort. Felt like the clutch linkage had become detached,, it wasn't. I had not yet re installed the bottom bell housing cover, so I looked in there,, I could see that the throw out bearing was at an angle. That was because it was detached on one side from the clutch lever arm. Looked closer and saw the break in the bearing retainer housing...

so the motor is coming back out..
any ideas on what the heck happened?

* this is the OE bell - block - tranny, figured since these were all OE mating parts there was no need to check run out on the housing bore,,, maybe I should have.
* also not using the oe crank,, I installed an early heavy cast crank. It must have been from an automatic car, as it did not have a pilot bushing installed,, but the pilot hole was drilled and I pressed one in.
* the tranny was rebuilt by Brewers,,,

any thoughts on what would cause a bearing retainer to break?...looks like next weekend I will be pulling the motor and tranny ...

update: found this
http://www.ebay.com/itm/Mopar-4-speed-A ... d=ViewItem

mopar part number P4876056,,, mid 90's Dodge Magnum roller pilot bearing that is said to also fit the late slant six crank hub.

WV stopped by Sunday and we pulled the motor and tranny back out of the D-150

since the bell and block were already a set, I had not checked the bell housing bore run out prior to re assembly,,when I did I found it out just a bit,, .010 TIR is allowed, I found .012
I have a set of .007 off set dowels on order from robbmcperformance

https://plus.google.com/photos/10765394 ... 4120929395

back on the broken input bearing retainer,

looking real close at the outside edge of the break, I can see a thin line of oxidation (rust) along the top side of the retainer. Looks like it had been cracked for some time.. I called Jamie Passon and spoke with him,, he said he sees broken bearing retainers occasionally, and the most likely cause is rough handeling.

Rounding up the parts,, plan to carefully put the motor back in next weekend.

He's good at that first part...

Not so much on that second one!

Better not call him to help next week...

Clay City 2012!!!

_________________
Rob

I’m Mater
The Kentucky Poser

will need to jump into the 'wayback machine' to make that one!

for those that don't know, the wayback machine,, was a regular feature on the Rocky and Bullwinkle show, just don't make shows like that anymore.

http://www.youtube.com/watch?v=Kkqn7O1lHFI

, I never realized how much Rob S resembles Sherman....

_________________
Rob

I’m Mater
The Kentucky Poser

Rob,, you are a good sport!

We fixed it in about 12 hours...
http://www.youtube.com/watch?v=QD3a7HnuDSw

_________________
66 Lil' Red Piggie Valiant (Mater Crusher) - Thanks Zilla!!!!! 72 Demon (Number 1 Son's)

Ahhhh, nothing like a good satirical cold war cartoon, it was my favorite growing up…


Mr. Peabody’s grandson perhaps stars in Family Guy as Brian????

_________________
67' Dart GT Convertible; the old Chrysler Corp.
82' LeBaron Convertible; the new Chrysler Corp
07' 300 C AWD; Now by Fiat, the old new Chrysler LLC

found the likely cause of the transmission / shift issues.

when pulling together the engine components for the build on the 83 D-150,
I matched up a set of heavier than stock silvolite pistons with a heavier than stock front damper with a heavier than stock early cast crank.

The crank was drilled for the tranny input shaft bushing, but did not have a bushing installed. I had not figured on Chrysler drilling the bushing hole, but not honing it to size,,,and that is exactly what they did on this crank.

I pulled the bushing out and checked the diameter of the drilled hole with a micrometer,, it checked .9360 , the outside diameter of a new input bushing checked at .9415

so the hole in the crank is .055 under. The effect was no clearance between the ID of the bushing and the OD of the tranny input shaft. And that is why I could not shift the tranny into reverse...
Concerning the broken input bearing retainer,, from the thin line of rust inside the fracture,, I believe the part was cracked for some time and it broke either when installing the transmission or due to the locked up input shaft bushing issue.