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Picked up the Granny 1st Gear NP435 from
Fleabag today. It's from a 1965 Dodge and has the same 10 spline long
input shaft I need. The rear yoke is the smaller 3.5", so I will have
to swap on my larger 4.5" from the M (68 W-200). Code on the tag was:
250834 D-3 5 5 65 435. Number on the casting was: C-96041
A1. You can see the gearing differenced by clicking
HERE. First gear idle speed
will drop from the current 3.41 MPH down to 2.33 MPH in High Range and 1.17
MPH in Low Range, much closer to the
stock M speed of 2.17/1.09 MPH. My crawl ration will be 77.5. Now to start the cleaning, new gaskets, and
fresh paint so I can swap it in. 02/22/2009 |
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This morning I dropped the drive shafts and transfercase and
started cleaning the oil off of it in preparation for new seals and some
fresh paint. No work this afternoon though. 02/28/2009 |
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Well, after pulling the right rear axle, it
looks like I was wheeling on borrowed time. Seems the shaft had
started to twist. The two sets of wear marks are from when the axle
had loosened up on me one over the summer. The damage probably
happened when I tried to do the Mud run. Pulled the rear center
section and Tranny as well. Started the cleanup of the Transfercase,
and removed the seals. I was actually able to get the shifter seals
out in one piece! that however wasn't true for the drive flange seals.
5 seals installed, and will pick up the sixth one tomorrow. Then I
need to start on cleaning up the new (to me) tranny and get it painted and
ready for it's new seals. Not sure what I'll do about the clutch.
Seems I have a real odd ball. 10 spline 1". the 10 spline
clutches I find are all 1.125", and the 1" are all 23 spline.
03/01/2009 |
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Visually not a lot done today, but Gabrielle
and I went on a 5 hour parts run of fun. Actually Jon and Jill told me
about a clutch shop in Springfield (IL) that had done a clutch for them
(also a 1" 10 spline). The guys at
Brake & Clutch Exchange
were able to put me together a high performance clutch, swapped out the
pressure plate and provide a new through out bearing and alignment tool
while we waited (OK we went and had lunch). Not the cheapest trip, but
I could get it done in one trip (55 miles away). Also picked up the
other Transfercase seal and got it ready to go back in (installed the cotter
keys after the photo). Also did some under body gear oil removing
(cleaning), further cleaned the new tranny and changed the engine oil and
filter. 03/02/2009 |
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Got the new Exhaust. Well not for the M
any way. So yesterday and today while waiting on parts to arrive, I've
been running conduit and wires in the Shop, and installing the new 5"
exhaust on the RAM. Oh well, hope the gaskets and seals arrive
tomorrow for the Tranny. I sure hope to get it and the T-Case installed on
Friday. I hope to also start on the ARB's tomorrow. Borrowing a
dial indicator from the neighbor for that job. 03/04/2009 |
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Well, the new bolts arrived, but not the NP435
gasket set. So not a lot of work on the M. I did get what I
could painted on the tranny with the gaskets. I also pulled the one
Selectro locker that would not turn. It turns out the O-Ring had
failed and let muddy water in, and well, it has seized. So It's
disassembled and soaking for a cleaning. Oh, for those who are aware
of my Holley problems, I broke down and got the O2 Kit. I installed
the O2 sensor today, on a 1953 model truck, oh well I hope it helps.
Not the easiest place to weld (with out removing the exhaust). I
cleaned the gear oil off the drive shafts, and discovered I'd spun the rear
shaft against something at one point. It now had a dimple ring/grove
(not gouged) all the way around it. Didn't get he dial indicator, so
ordered one from Grainger, I'll have it tomorrow, still lots of time right?
03/05/2009 |
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Well, based on Paul's advice I
fabed a set of legs to hold the center section up right. Man was that
a great idea, Thanks Paul. I started the disassembly, and found some
surface pitting on the race (cup) and on the rollers on the bearing (cone)
This was in addition to the known pitting on the ring gear. The pinion
gear was in great shape, and it's tight and no play. Based on the
findings I plan on installing new bearings and building this differential
for the front. I'll pull the front unit next, to see what it looks
like, but in reviewing the pictures from 2005, It's ring gear didn't show
any pitting. If that's the case, the pitted one will work well in the
front, as it's only used at low speeds.
The inside of the new tranny looked good, and felt smooth and tight. I did discover that it's rear
housing was not machined correctly, and left a gap between the rear seal and
the yoke on the passenger side, thus explaining why the old seal looked
oddly worn. So I pulled the rear tail housing off the old tranny and
installed it. It was much better, but not perfect, tighter on the
bottom, and looser on the top, but no gap.
With Jason's help (son-in-law #2), I got the transfercase and transmission both installed back in the truck.
Filled both with oil, and did a little fine tuning of the clutch. Sure
could use more travel in the slave cylinder, but all is good, just not a lot of room
for misadjustment. 03/06/2009 |
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Disassembled the front axle today. What a
greasy job. Was pleased to see the right axle inner splines weren't
twisted like the rear was. The Front Center Section (differential)
looks good. I'll swap the front and rear once I get the ARB's
installed. In addition to the Selectro showing some corrosion from the
water that got in, the bearings (on the right front) also show some
corrosion. So while I have it apart, I'll replace them as well.
03/07/2009 |
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Not a lot of work today, but I did decide on the mounting location for the
ARB Air Pump, and I also routed the air line for the rear locker, and Pump
wiring harness. 03/08/2009 |
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The needed bearings and new Foote Axles
(for the right rear) arrived from Charles at
M-Series Rebuild.
I installed the Bearings on the ARB Carriers tonight and start the re-assembly
of the center section that came out of the rear. You can see in the
one picture, the relief that has to be done to the rib in the center carrier
to clear the ARB. I worked until I realized I didn't have the
necessary 1/4 NPT Tap, so off to the store tomorrow. 03/13/2009 |
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Finished the assembly of the Center Section from the Rear that will go into
the Front. The ARB is installed and the Back last is 0.005" to 0.009"
with a block spread of 0.010". Routed the air line out a little
further rearward than the instructions showed, so as to clear the brake
lines. The front is completely back together. The right side Selectro was sent off for Warranty, so a Drive flange is installed until it
is returned. I also started tearing down and installing the ARB into
the center section from the front that will go into the rear.
03/14/2009 |
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Frankenstein Lives Again! I finished the Rear ARB
differential, and have its backlash between 0.006" and 0.007". I tested the
ARB's in the shop after the install and they work correctly, now to really
test them in the wild. While installing the rear driveshaft I discovered
where the dimple ring/grove I found on the 5th came from. Apparently I'm
able to flex the old truck so much the drive shaft hits the rivet head on
the cross member. And I have a 1/2" block between the springs and axle. So
I installed the drive shaft with the slip yoke at the axle end this will
place the rivet in the narrow are of the axle, just as I had to do in the
front. The truck seems to have a little less gear noise, and seems to run
fine. I need to get used the 3rd gear in this tranny, and it required a
little more sideways pressure. The truck seems to indeed crawl a little
slower, but not as slow as I anticipated. I was able to stop at the base of
my dirt pile, place it in 1st, and idle over it. Now to finish the install
and get ready for the 28th. Still need to modify the tranny tunnel and
re-install it, and as soon as the switches and switch plate arrives, install
them, as well as a small laundry list of other things. 0315/2009 |
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Finished the ARB Installation by installing the switches. I fabricated
a new under steering column trim plate and installed the switch plate and
additional switched I bought from OTRATTW.
This may not be the best location for visibility, but it was the simplest
location with out hanging them under the dash. I switched the backup
and Driving Lights to the new switched and have an additional switch for
additional "navigational" Lights. 03/20/2009 |
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When I relocated the shift tower hole in the transmission tunnel originally,
I was off a little and missed needing to move it upward to allow the shifter
boot to be installed. When I pulled the Cover to swap transmissions I
discovered that the right side also had rubbed the cover. So I redid
the cover completely rather than just moving the hole again. I opened
up the original hole to clear, and built new panels to enclose the shift
tower, and fir the boot. In order to fit the NP435, I installed the
tunnel boot over the transmission boot. 03/21/2009 |
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The M all loaded and ready for next weeks trip to Dukes for the Offroad
Ranch Trail Clean Up with the MIJC.
03/22/2009 |
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I have got to give a big recommendation on the
Selectro Warranty to
Milemarker. I called, got the Return Goods Order (RGO) Number and
shipped the Hub to them on the 13th, and it arrived back today repaired and
in great working condition!
Selectro Locking Hubs
Warranty is wonderful. Also Thanks to Tom at
Snake River 4x4 for helping me
find my Receipt. 03/25/2009 |
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The MIJC annual cleanup weekend at Duke's Offroad Ranch ended up cold and wet. We had 18 vehicles (17 Jeeps and My M),
however we had a Spring time winter storm roll in. Cold wet rain with snow
supposedly to follow. We got in a little trail cleaning but the trails were
too slick to safely keep going. My pore old M just could not make the tight
turns, and I didn't get stuck, but I didn't have to be pulled out. I did
have to winch my front end around a tight corner though. The M did get a
good work out pulling out Trucks, Trucks with Trailers, and Trailers out of
the past area we parked in. But thankfully, my RAM was one of the very few
that didn't get stuck, if did get a little muddy. The truck performed well,
the lockers were great as was the granny transmission. However giving her
hell (5,000+ RPM) getting traction up the one hill, she overheated and I
slipped the new clutch some. Not sure what's the deal, maybe I've got too
much power, I doubt it. 03/28/2009 |
