3 manual speed transmission

The synchro rings have 36 teeth and the unit has a 4-step cluster gear. Reverse gears are helical cut and are located in the extension housing. The side cover has 7 bolts and 3 shifter cams. The synchro rings have 30 teeth and the unit has a 5-step cluster gear. Reverse gears are straight cut and are located in the main transmission case. Shifter assembly is attached to the top of the extension housing where the two arms meet. The main case is open at both ends, the bell housing.

There is an internal single-rail shift linkage with the shifter mounted on top of the extension housing. Front and rear main bearings are ball type and the cluster gear has a shaft running through it, that is supported by loose needles. Case casting is number Front and rear main bearings are tapered. The cluster gear is solid and is supported on each end by cylindrical roller bearings located in the case. Case castings numbers are or The Isuzu logo is cast into the left side of the case.

Is not found in the Chevy LUV. It has a rectangular cast iron front bearing retainer and a 27 tooth rear output shaft. The front and rear countershaft bearings are both 25x62x Side-loaded with either aluminum or cast iron case and used in both gas and diesel applications.

All of these units are 3 speeds with Overdrive. Cast iron case with cast iron top cover. All gears on the countershaft are removable except for 1st. Early units have threads on the input shaft and do not have a front seal. Has GM casting numbers and one P. Cast iron case with cast iron top cover from and an aluminum top cover Non-synchronized 1st with brass synchro rings for 2nd-4th. All main shaft gears ride on bushings pressed on the shaft.

The only gears that are removable from the countershaft are 3rd and 4th. Has GM casting numbers and two P. Main bearings may be either ball or tapered design. Non-synchronized 1st gear, synchronized 2nd-4th. There are no brass synchro rings. All gears, including reverse, are helical cut. See New Process for more information.

The bell housing. It has a removable tube that the throwout bearing rides on. The main bearing in this unit is comprised of caged needles in shell races. In addition to these overhaul kits we can provide miscellaneous hard parts , don't see what you need just give us a call. Add To Wishlist. Add To Compare. Tremec 3 speed Synchro Ring Kit Notify Me. Tremec 3 speed Reseal Kit -K Tremec 3 speed Small Parts Kit Tremec 3 speed Bearing Input Call for price.

Tremec 3 speed Rear Bushing Tremec 3 speed Seal Rear D. Tremec 3 speed Seal Rear B. Tremec 3 speed Seal The same was true with the first pony car — the Ford Mustang. Many of the first generation Mustangs left the dealer lots with a standard 3-speed manual, optional were both a 4-speed manual transmission and 3-speed automatic transmission. Young muscle car buyers on very tight budgets generally opted for the 3-speed manual transmission even though they preferred a 4-speed.

To illustrate this point if a young buyer pinching those pennies back in wanted to buy a new Mustang with a CID V8 the 3-speed manual was standard. The 3-speeds were just as beefy and robust as their 4-speed counterparts. Performance parts such as Hurst shifters were just as readily available for 3-speeds as with 4-speeds. Where the 3-speed manual was a hindrance was when a driver was used to the 4-speed shift pattern.

Most 3-speeds were configured so that first gear in the shifter pattern was located where second gear was on a 4-speed. This could be confusing to most 4-speed trained brains. The kicker was when a driver was used to the 4-speed shifter pattern, would attempt to downshift a 3-speed to first gear using a 4-speed state-of-mind.

This attempt to move the 3-speed shifter to where first gear was located on a 4-speed caused that horrid gear grinding sound. Reverse gear on a 3-speed was located where first gear was located on a 4-speed. A lesser known factor in why buyers opted for the 3-speed was insurance costs.