I ordered a Clutch kit for my 66 Dodge D100 with 4 speed new process 435 transmission. The clutch kit most venders are selling for this application is a 23 spline, however when I got the transmission out of the vehicle it has a 10 spline shaft and clutch. The clutch and pressure plate are both 10 inch. Also the throw out bearing assembly on the one from the truck is about 2/3rds larger than what came in the kit. I find Ford used the same transmission NP 435 with a 10 spline 11 inch plate.

It appears my transmission has been changed out at some point but I can't figure out what the transmission came out of. Or how to decode the casting stamps. I would consider going to automatic but figure it would hurt mileage considerably.

Any ideas or suggestions on how to solve this problem.

Thanks,
Metal Turkey

Dodge used coarse spline input shafts too. About the only thing to do is have your original clutch rebuilt. This has been discussed over on the Sweptline forums.

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Joshua

I remember tearing down a 1963 D-100 and thought it was interesting that it had something like a 10 spline input shaft...I think Chevy went down a similar road when they put the NP-833OD in their late70's/early 80's trucks with their input shafts (too bad they cut the noses on those shafts down, otherwise we could rebuild boxes with those input shafts and use readily available GM clutches...) Worse case scenario is buying a late NP-435 with the modern 23 spline input shaft from a late 70's truck and installing it and using a clutch kit from a "1978" D-150....

The throw out bearing sounds like a standard 4 speed bearing, which is wrong for the early 435/11" clutch trucks, they use a larger bearing in outside diameter...the last LUK clutch kit I picked up for a "1978" D-150, had the 11" clutch 23 spline clutch disk and the correct larger throwout bearing for the application.

Does your truck use linkage to the pedal or does it use a hydraulic slave cylinder at the bellhousing and a single pot master cylinder at the fire wall?

My D100 has the slave cylinder and pot on the firewall. I think I will consider switching to Automatic a little more seriously. A-904's are fairly cheap and available. I could send in the clutch and pressure plate to have them rebuilt. Hmmm, what ta do what ta do.

Thanks for the info, I appreciate all the great suggestions.

Rog

If considering a conversion to an auto trans, you might have an issue. If your engine is original, it will have the small pocket in the end of the crank. This will require a early (67 down) trans and converter, or a custom converter (which are available), with the 68 and new 904 trans.
Just a heads up.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Thanks for the info, I could have easily taken my self from one problem to another, given that info, and other considerations I'm leaning back to having my pressure plate and disk rebuilt. Keep it simple.

thanks to all those that take time to help.

Metal Turkey

I called HR clutches today, the guy I talked to knew about the problem I have with the 10 spline vs. 23 spline, He is sending me all the correct parts. When I get the parts next week and check them out I will report back with my findings. Cost of the kit is about double that of the wrong kit I have. You get what you pay for.

Thanks,
Metal Turkey

HR Clutch nailed it. The plate has the 1 inch 10 spline count, the pressure plate has the right size holes and spacings , the throw out bearing is the correct larger one. The guy I talked to new all about the spline count difference etc. He was very helpful and knowledgeable.