1. Drivetrain
2. Manual Transmission Guide

A460 - 4spd - 81 to 85

The first option available was the A460, a 4spd model used from 81-85, although it was used far less towards the end of its run. It was designed to be upgradeable to a 5spd if/when the market warranted an upgrade. A Service manual picture below shows the 460.


A465 - 5spd - 83 to 84

This was the first 5spd produced and was based on the 460. It used the same 1st-4th gear ratios as the 460 with an added .72th. The addition of 5th gear required the addition of a stamped steel cover and the addition of an oil slinger to bring oil out to 5th gear. You can see the difference between the 460 pictured above and the 525 (externally identical to a 465) pictured below.


A525 - 5spd - 84 to 90

Externally identical to a 465 this trans utilized a different gearset with tighter 2nd-4th gear ratios. It received incremental upgrades over the years, including an upgraded diff retainer, synchros and gears. The internal upgrades were mainly sourced from the 87-88 520 and resulted in a better quality trans as well as reducing the number of different gearsets Chrysler required by one.

1986 was the last year the 525 was used in any platform except the l-body (The l-body was supposed to be discontinued after 1987 and it was felt that the cost to change the platform over to the new style trans was not justified). However l-body sales remained so good that Chrysler was unable to kill the platform and the 525 remained in use till the end of the run in 1990.

Post 1987 Transmissions: General Data

Starting in the 1987 model year Chrysler switched to a new two transmission lineup for their manuals. Now, instead of sharing the same on trans for every model they now had both a regular and heavy duty transmission. The heavy duty models were used in TII/TIII/TIV and some minivan models where their stronger gearset was required to withstand the greater hp/tq, the greater weight or both. Please determine which model was used in your particular vehicle and read the appropriate section to ensure you receive accurate data.

A520 - 5spd - 87 to 89

Taking the lessons learned on the 525, a revised case design was implemented in 1987 for both the 520 and the HD 555. The changes to the majority of the case were minor, with the real changes coming in the diff area. The new diff area included an upgraded diff design and a new all aluminum diff cover, split along the midline of the extension shaft holes. This new/stronger design kept case flex and by proxy diff failure to a minimum. The 520 used the same gearset as the 87+ 525 and was used as the base line trans in almost every manual vehicle manufactured in 87-89. In 1989 a running change was made to the gearset design, incorporating the new 1/2 synchro assembly that would be used in the 90+ 523/568. As a result of this, mainshafts, 1st gear, 2nd gear, and the 1/2 synchro assembly do not interchange with the 87-88 design. However the case, input shaft, 3rd, 4th, 5th, 3/4 synchro and 5th synchro interchange across all three years.

A555 - 5spd - 87 to 89

Utilizing the same upgraded case design as the 520, the 555 was the king of its day. The diff was a 4pinion enclosed carrier type, and the gearset for the 87 run was manufactured for Chrysler by Getrag of germany. It used a much stronger gearset, acomplished by using larger and a lesser number of teeth at less of a pitch. A side effect was a lower numerical gear ratio on all gears, although 5th was a minor change (520 - .72 vs 555 - .71) To offset these lower gears a 3.87 final drive ratio was used vs the 3.50 in the 520. In 1989 a running change was made to the gearset design, incorporating the new 1/2 synchro assembly that would be used in the 90+ 523/568. As a result of this, mainshafts, 1st gear, 2nd gear, and the 1/2 synchro assembly do not interchange with the 87-88 design. However the case, input shaft, 3rd, 4th, 5th, 3/4 synchro and 5th synchro interchange across all three years.

A523 - 5spd - 90 to 94

Introduced in 1990 the 523 was a revised 520, however the changes were not as signifigant of a change as the one from 525 to 520. The case incorporated a few changes, most associated with the new three plane shifter design. No longer would reverse be located up and to the left of 1st gear, now it was located below 5th on the shifter, 99% of the changes made were to accomplish this task. The 523 gearset was simply a 89 style 520 with a larger mainshaft bearing. The change to the three plane shifter however required a very large change in the internal shift rail assembly. The new design required four shift rails with interlocking lugs vs the old designs one rail (two if you count 5th) Despite all these changes the 523 was still the entry level transmission, albeit one with a more refined shift feel. The 1991 523 received one upgrade from 1990, a large spline input shaft to combat breakage. This new shaft requires a different clutch than earlier years. In 1992 the 523 under went a gearset revision. It recieved a much stronger gearset and is closer to a 568 in strength than the earlier 523 or 520. It also utilized a 3.77 f/d to match its now numericly lower gear ratios.

A568 - 5spd - 90 to 93

Just as the 87 555 was the same as a 87 520 with a stronger gearset and diff, the 568 followed in tradition. It incorporated all the changes made to the 523 (including the upgraded shifter assembly and the larger case bearing/race), while utilizing the same coarse tooth gearset as the 89' 555. The 1991 568 also received a larger spline input shaft to combat breakage and like the 91+ 523 it necessitates a different clutch than the earlier transmissions. The 568 underwent a minor change in 1992. It acquired a different 1st gear ratio. (1992 - 3.31 vs 1991 - 3.00) This change was to help with off the line acceleration in the heavier cars the 568 was now exclusively being used in.