What is the proper way to adjust my Hurst four speed shifter

grumpyvette

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hurstadjustrods.jpg

hurstbushing.jpg

hurstsadjust.jpg

http://www.hurst-shifters.com/faq/Information-Diagrams
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11739HurstShiftLinkage_Muncie.jpg

What is the proper way to adjust my Hurst four speed shifter?
http://a.2002-acura-tl-radio.info/page-a/hurst-shifter-parts-diagram-120017.html
WATCH THIS VIDEO

viewtopic.php?f=45&t=396&p=32518#p32518

http://garage.grumpysperformance.com/index.php?threads/shifters-and-shifter-nobs.5338/#post-15938

http://garage.grumpysperformance.co...lder-shifter-thats-a-p-i-t-a.7849/#post-27082


There is a 1/4 inch hole at the bottom of the Hurst mechanism that runs through all three levers. This is called the neutral alignment hole. To ensure proper adjustment, run the shifter from first into second and then back to neutral. Insert the neutral alignment pin (or a 1/4 inch drill bit) into the neutral alignment hole. If the 1-2 lever interferes with the smooth insertion of the alignment pin, remove the 1-2 linkage rod from the shifter and thread the adjuster button either in or out to eliminate the interference. Repeat this procedure with the 3-4 lever and reverse. To adjust the stop bolts, back the bolts out of the shifter frame until only a few threads remain. Push the stick firmly into third gear and hold. Screw in the stop bolt until contact is made. Release the stick and back the stop bolt out one turn and tighten the jamnut. Push the stick into fourth gear and repeat the procedure.
I hope you carefully cleaned and de-greased the bolt threads and used carb cleaner spray to de-grease and flush the female threaded bolt holes in the trans and put a couple drops of loc-tite on those shifter bracket bolt threads, so it stays firmly fastened or youll eventually find that your back under the car duplicating that effort.
LOOK THRU THESE LINKS

http://www.chevyhiperformance.com/howto ... index.html


viewtopic.php?f=45&t=396&p=6033&hilit=muncie#p6033
 
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Re: What is the proper way to adjust my Hurst four speed shi

I was asked if you can fill a muncie with automatic trans fluid to make it shift smoother, the answers a huge HELL NO! a muncie trans requires a good 75w90 gear lube to function correctly, below is some related info

REDLINE Synthetic Manual Transmission Lubricants

http://www.redlineoil.com/product.aspx?pid=46&pcid=7

http://www.4speedconversions.com/62-67_nova_linkage.html

http://www.4speedconversions.com/chevy_2_linkage_kit_r1.html

http://www.modernperformanceclassics.net/ShowItem/102808 62-67 Nova Clutch Adapter Bracket.aspx

http://www.thedirtforum.com/ubb/Archives/Archive-000002/HTML/20051127-5-001693.html

GEAR AND SYNCHRONIZER WEAR PROTECTION
Most manufacturers of manual transmissions and
transaxles recommend an 80W or 90W GL-4 lubricant.
GL-5 gears oils which are required in hypoid differentials
are not used in most synchromesh transmissions
because the chemicals used to provide the extreme
pressure protection can be corrosive to synchronizers,
which are commonly made of brass or bronze. Typically,
the use of a GL-5 lubricant in a synchromesh
transmission will shorten the synchronizer life by one
half. The extreme pressure requirements of spur gears
and helical gears found in transmissions are not nearly
as great as found in rear-wheel drive differentials. A
GL-4 lubricant provides adequate protection for most
manual transmissions, unless a unique design
consideration requires the extra protection of a GL-5.
The reason that many manufacturers have made
recommendations of motor oils or ATFs is that petroleum
80W gear oils frequently do not shift well at low
temperatures. Motor oils and ATFs are much more fluid
at lower temperatures and they are not corrosive toward
synchros, but they provide very poor gear protection.
These lubricants provide almost no extreme-pressure
protection. In addition, petroleum multigrade motor oils
and ATFs have very poor shear stability. The shearing
action by a manual transmission on thickeners is much
worse than in an engine or automatic transmission.
Within 5,000 miles the thickeners can be rendered
ineffective and the transmission will be operating on a
much reduced level of protection, as shown in the graph
below. In hot weather these transmissions will whine
and rattle because of poor vibration dampening and
metal contact. Red Line MTL and MT-90 provide the
excellent gear protection of a GL-4 gear oil in a synthetic
lubricant which spans hot and cold temperatures and will
not shear or oxidize with use.

DIRECTIONS FOR USE
Red Line MTL may be used in transmissions which
recommend 75W, 80W, or 85W GL-4 gear oils, or SAE
30 or 5W/10W30 motor oils. If a 90W GL-4 or SAE 40,
10W40, or 15W40 is required, MT-90 may be used. If the
transmission or transaxle requires an SAE 90 GL-5 gear
oil, then Red Line 75W90NS or 75W140NS Gear Oil
may be used. In transmissions which recommend Dexron
or Mercon fluids we recommend our D4 ATF which is
very similar to the MTL, being a GL-4 Gear Oil also. The
D4 ATF will provide better low-temperature shiftability,
and the MTL would provide better wear protection for
racing use. MTL is not designed for use in rear-wheel
drive differentials. Those generally require a GL-5 lubricant
such as Red Line 75W90 Gear Oil. It is not necessary
to flush the transmission before replacing with MTL.
Remove the drain plug and drain while warm. Seal
compatibility has been designed to be similar to petroleum
lubricants, and leakage should be no greater than
any other oil of comparable viscosity. Being formulated
with extremely stable synthetic basestocks, MTL and
MT-90 will last much longer than conventional petroleum
lubricants. However, we do not recommend extended
drain intervals, since without a filtration system, there is
no way to remove metal shavings other than draining the
lubricant. The regular maintenance intervals are also
recommended to insure that the proper level of the fluid
is maintained.


Red Line Oil's MTL and MT-90 are designed to provide excellent protection and improved shiftability for manual transmissions and transaxles, having cured the problem of hard shifting in thousands of transmissions with shifting troubles. How? They have the appropriate coefficient of friction for most manual transmission synchronizers (many gear oils, engine oils, and ATFs are too slippery for proper synchro engagement). And, the wide viscosity of MTL and MT-90 allow proper shifting over the entire temperature range which the transmission will experience. The synthetic base oils used have a very high viscosity index which provides relatively constant viscosity as temperature changes. MTL is a low 70W at very low temperatures and a high 80W, nearly an 85W, at elevated temperatures, providing adequate viscosity to prevent wear and deaden gear noise. MT-90 is a thicker 75W90 version of MTL. The shear stability and oxidation stability of these products are excellent, thus the physical characteristics of Red Line MTL and MT-90 will change little with use.

MTL
MT-90

The MT-90 is a 75W90 GL-4 Gear Oil that’s slightly heavier than MTL. Provides excellent protection of gears and synchronizers and its balanced slipperiness provides a perfect coefficient of friction, allowing easier shifting.


RED LINE SYNTHETIC OIL CORP.
6100 Egret Court
Benicia, CA 94510
(707) 745-6100
http://www.redlineoil.com

NOTE: AMSOIL ALSO OFFERS A 75W-90 SYNTHETIC GEAR LUBE FOR MUSCLE CAR/MUNCIE MAN TRANS.

http://www.amsoil.com/StoreFront/mtg.aspx

================================================== ================

GL-4 80W-90 TRANS LUBE FOR MUNCIE /SEE BELOW FOR INFO & WEBSITE.
Also found a place to get the STA API/GL4 gear oil. Less than $20 delivered to my door for 2 qts. Have you heard anything about this oil? Thanks, Jim

STALUBE WEBSITE: http://www.doityourself.com/invt/6844120

32Oz 85W90 Sta-Lube Gear Oil

Product Description
Gear Oil Multipurpose - Hypoid 90 Api/Gl-4 ``Sta-Lube`` Quart Bottle Weight=Sae 85W90
Low pour points and high temperature properties to provide lubrication over a wide temperature range. Versatile, contains anti-rust and anti-wear EP additives to provide corrosion protection in drives and hypoid gears. Dark oily substance with faint petro leum odor. Plastic-safe.
Product Details

Price From: $5.90
Manufacturer: Crc Industries
Model Number: SL24229
UPC Number: 072213242294

================================================== ========

ROYAL PURPLE MAX GEARLUBE FOR MUNCIE

http://www.royalpurple.com/gear-oil-m.html

Sulfur (S) and phosphorus (P) are the primary ingredients in Extreme Pressure (EP) additives. The higher levels of EP additive in GL-5 fluids facilitate greater load and shock protection. However, controlling corrosion caused by certain reactive forms of S and P was an issue, so GL-5 oils that contained the highest levels of EP additive were not considered suitable for use in gear boxes that contained soft yellow (brass, bronze, etc.). The solution in the past was to lower the amount of EP additive (and thus, S and P) resulting in a GL-4 lube. In the last few years, more stable forms of S and P have become available and other additives have been developed that supplement the performance of lower levels of traditional EP additive. It is now possible to have a non-corrosive gear lube with GL-5 extreme pressure performance. Royal Purple Max Gear is a non-corrosive formulation (for yellow metal syncros) with extremely high load carrying capability. It is therefore suitable for use in applications (Muncie included) calling for a GL-4 or GL-5.

So, it is perfectly safe to use Max Gear in your Muncie transmission. We also recommend it for your 12-Bolt and you do not need to add any limited-slip additive. It's already in the formulation.

Thank you for inquiring about Royal Purple and have a great day.

Best Regards,

Tech Services
Royal Purple, Inc.
1 Royal Purple Ln.
Porter, TX 77365
 
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OP says he does not have the Hurst shifter.
I don’t get why the shifter wouldn’t have adjuster nuts if it was was a stock trans (according to op)
Any early “stock” Muncie I ever seen has adjuster nuts at the shifter end of the shifter rods.
A few words have changed but you also covered my instructions that are the same published every so often in Chevy Power mag and Hot Rod mag.
 
yeah, the shifters are generally not all that difficult to adjust,
once you understand the shifter linkage rods must not be putting any tension,
on the transmission shiftier arms ,or the shifter ,in the neutral position,

343saginaw.jpg

Standard Saginaw 3-speed transmission

hd3-speed.jpg

Heavy Duty full synchromesh 3-speed Borg Warner T16 delivered as the base transmission when the SS396 series was ordered.

The special 3-speed H.D. transmission was standard on SS396 series and optional under RPO M13 in other series and the shifter was floor mounted whether a console was ordered or not.

Gear Ratio 283 V8 and 6-cyl engines 327 and 396 V8 engines
First 2.86:1 2.41:1
Second 1.72:1 1.57:1
Third 1.00:1 1.00:1
Reverse 2.86:1 2.41:1
4_speed_speedo_exit.jpg

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Muncie 4-speed manual transmission. Note the speedometer cable exit on the passenger side. Because the speedometer cable exited on the passenger side, an extra hole was required in the firewall to accommodate the speedometer cable.

4-spd-speedo-hole.jpg


p0221.jpg

P0221 (February 21) date stamping on 1966 Muncie 4-speed transmission.

p7c09.jpg

P7C09 (March 9) date stamping on a 1967 Muncie 4-speed transmission; (1967 was the first year to have the year stamped in the date code and the month represented by a letter code).

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452muncie.jpg

1964 to 1968 Muncie 4-speed transmissions can be identified from later models by the way the transmission arms attach. Early Muncie side covers had a stud and the shift arm attached with a nut on the stud while the 1969 and later model side covers had a hole and the shift arms attached with a bolt.

441saginaw.jpg

The Saginaw 4-speed transmission was also used and shown for "M20 PROD V-8 ENG & R.P.O. L30". Easily identified by the reverse gear being on the main case instead of the tail housing.

Muncie 4-Speed Identification

Casting Year(s) Ratio Ratio Ratio
3831704 1963 Only M20 2.56 1st M21 2.20 1st
3851325 1964 - 1965 M20 2.56 1st M21 2.20 1st
3885010 1965 - 1967 M20 2.52 1st M21 2.20 1st M22 2.20 1st
3925660 1968 - 1970 M20 2.52 1st M21 2.20 1st M22 2.20 1st
3925661 1970 - 1974 M20 2.52 1st M21 2.20 1st M22 2.20 1st

Years Type Ring(s) Ratio Reverse
1963 - 1965 M20 None 2.56 / 1.91 / 1.48 / 1.00 3.16
1966 - 1974 M20 Two 2.52 / 1.88 / 1.46 / 1.00 3.11
1963 - 1974 M21 One 2.20 / 1.64 / 1.28 / 1.00 2.27
1967 - 1974 M22 None 2.20 / 1.64 / 1.28 / 1.00 2.27

Years Type Ring(s) Spline Input Shaft
Tooth Count
1963 - 1965 M20 None 10 24
1966 - 1970 M20 Two 10 21
1970 - 1974 M20 Two 26 21
1963 - 1970 M21 One 10 26
1970 - 1974 M21 One 26 26
1967 - 1970 M22 None 10 26
1969 - 1974 M22 None 26 26
There are 7 different input shaft possibilities on a Muncie. All 26 spline inputs came with 32 spline output shafts and all 10 spline inputs came with 27 spline output shafts. It is commonly mistaken that all "fine spline" 26 spline input shafts are M22 transmissions. The M22 transmission has a 20 degree helix angle on the gear set as opposed to a 45 degree angle found on the M20 and M21 and were made with a higher nickel alloy. The straighter angle was designed to produce less end loading of the gear train and less heat but created more noise, thus the nickname "Rock Crusher" was born. Another misconception is if you have a drain plug you have a M22. This was only true when the first M22 boxes were created; all 3925661 castings (1970-1974) had drain plugs. The M22 was only produced in a close ratio version.

If you are lucky and find the transmission tag (generally found on a lower bolt of the side cover), it will help identify a 1966 Muncie transmission. Unfortunately these metal tags are often discarded when repair or maintenance work is performed.

Engine Tag Number
RPO L34/L35 3870357 - M20
RPO L78 3890534 - M20 (after 11/5/65)
Optional 3879668 - M21 (prior to 11/5/65)
Optional 3877459 - M21
Optional 3890567 - M22 (prior to 11/4/65)
Optional 3879993 - M22 (limited sales)
Production V8 3884602 - 4 speed
RPO L30 3884603 - 4 speed
RPO L35 3890533 - M13
RPO L34/L78 3890536 - M13

3870357_trans_tag.jpg



3890534_trans_tag.jpg

The serial number is a date code and indicates the particular year the transmission was built for. Serial numbers from 1963 to 1966 included only the month and day. P0101 indicates January (first 01) 1st (second 01). In 1967 and 1968, the serial number got a year designator and a letter designator for the month such as P8A01, meaning 1968 (8), January (A) 1st (01). Note that a Muncie dated with a December build date it was actually built the prior year. An example would be the date code P8T13, meaning 1968 (8), December (T), 13th. The transmission was assembled December 13, 1967 for the 1968 model year. The 1969 to 1974 Muncie got a ratio designating letter at the end of the serial number. An example would be P2R25B. This decodes to 1972 (2), October (R), 25th, M21 (B).

Date Codes: A ~ January, B ~ February, C ~ March, D ~ April, E ~ May, H ~ June
K ~ July, M ~ August, P ~ September, R ~ October, S ~ November, T ~ December

Type Codes: A ~ M20, B ~ M21, C ~ M22 (1969 and newer)

Assembly Date Code Location

Transmission Code Location
3-speed (except Heavy Duty) Left side of main case, on boss below and to the rear of the side cover.
3-speed (Heavy Duty) Right side of main case, just in front of extension housing.
4-speed Right side of main case, just in front of extension housing.
Date code example:
Muncie 4-speed: P1025 P (Muncie), 1025 (October 25th)

TRANSMISSION GEAR'S RATIO 1ST 2ND 3RD 4TH
GM Standard 3-Speed Manual (L6/283) 2.85 1.68 1.00 n/a
GM Standard 3-Speed Manual (327) 2.54 1.50 1.00 n/a
GM H.D. 3-Speed Manual (L6/283) 2.86 1.72 1.00 n/a
GM H.D. 3-Speed Manual (327/396) 2.41 1.57 1.00 n/a
GM Muncie (M20) 63-65 2.56 1.91 1.48 1.00
GM Muncie (M20) 66-74 2.52 1.88 1.46 1.00
GM Muncie (M21/M22) 63-74 2.20 1.64 1.28 1.00

Transmission Gear Ratio Drop Between Gears
Standard 3-speed (L6/283) 1st to 2nd - 41.05% 2nd to 3rd - 40.48%
Standard 3-speed (327) 1st to 2nd - 40.95% 2nd to 3rd - 36.71%
H.D. 3-speed (L6/283) 1st to 2nd - 39.87% 2nd to 3rd - 41.87%
H.D. 3-speed (327/396) 1st to 2nd - 34.85% 2nd to 3rd - 36.31%
M20 (early) 1st to 2nd - 25.39% 2nd to 3rd - 22.51% 3rd to 4th - 32.43%
M20 (late) 1st to 2nd - 25.39% 2nd to 3rd - 22.34% 3rd to 4th - 31.51%
M21/M22 1st to 2nd - 25.45% 2nd to 3rd - 21.95% 3rd to 4th - 21.88%
Manual transmission part numbers

Part Number Reference Fitment
3901103 AIM - M20/A1 RPO M20 with production V-8 engine
3901104 AIM - M20/A1 RPO M20 - Optional
3890533 AIM - M20/A1 RPO M20 with RPO L30 327/275hp engine
3870357 AIM - M20/A1 RPO M20 13817-867 & RPO L35 396/325hp engine
3879668 * AIM - M20/A1 RPO M21
3879993 AIM - M20/A1 RPO M22
3873892 AIM - M10/A3 RPO M10 3-speed with overdrive
* 3879668 was 3877459 - revised in 1967 but date unreadable


Muncie 4-Speed Casting Numbers

Main Case
3831704 1963 Only small 6207NR Front Bearing ,Pat. Pending, 7/8" Bore
3839606 1963 - 1964 Regular Bearing Pat. Pending, 7/8" Bore
3864_____ 1964 Milled off last 3 digits 7/8" Bore Patent Pending
3851325 1964 -1965 7/8" Bore Patent Pending Mostly 1964
3851325 1964 –1965 7/8" Bore Patent Number
3885010 1966 -1967 1" Bore Patent Number
3925660 1968 – 1970 1" Bore Patent Number
3925661 1970 – 1974 (some early 1975 cars) 1" Bore Patent Number
Tail Housing

3831731 1963 "Thin Fin Tail" Driver speedometer 27 spline
3846429 1963 "Thin Fin Tail" Driver speedometer 27 spline
3846429 1963-1965 Regular thick web, driver speedometer, 27 spline
9779246 1964 – 1965 Pontiac Catalina Long Tail Driver Speedo 27 Spline
3857584 1966 – 1970 Passenger side speedometer, 27 spline
3978764 1970 – 1974 passenger speedometer, 32 spline output
Side Cover

3831707 1963-1965 Early side cover stud type shift shafts
3884685 Cover issued with "584" tail stud type shift shafts
3950306 Short boss with bolt on type shift shafts - no switches
3952642 Long boss bolt on type w/ TCS switch on 3-4
3952648 Short boss bolt on type w/ TCS switch on 3-4
335308 Long boss bolt on type with neutral safety switch. Some have a boss for the switch that is cast but not machined on 1-2.
 
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I wonder how many people know about the simple rod placement to the second hole on the Muncie shifting lever to shorten the 2 - 3 shift gate “H” zig zag? I have return to edit this photo to insert pointers - as soon as I can figure out how to do it.
D08D2879-21E0-481C-87F8-DBFCB4ED56E1.jpeg
 
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