They're not bad to rebuild at all. The only thing I could think of that a well equipped shop would potentially need is the tool to remove the intermediate shaft bearing.
This is from the dark ages of my videos, but you'll get the idea.
They're not bad to rebuild at all. The only thing I could think of that a well equipped shop would potentially need is the tool to remove the intermediate shaft bearing.
This is from the dark ages of my videos, but you'll get the idea.
Hey thanks for that video! , I am hoping the tools for the BMW Gertrag tranny's are the same. Fingers crossed.
Does anyone know what parts from the A568 would have been swapped over? Are the bearings the same between 555& 568?
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The intermediate shaft bearing is different, and I believe the input shaft bearings are too. The main thing which can be used between the two transmissions are the 3/4 and 5th synchro. The 89 555 1/2 synchro is the same as the 568. You can use the same 3, 4, and 5th gear between the two also.Originally Posted by polopharm
This was what fell out of the tranny and the magnet is full of metal sludge.
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It doesn't look like that trans is very happy. How does the gear set look when you peek in the area behind the selector cover?
Gears look ok , I will post pictures of them tomorrow.
I have heard some people Jack the cars to raise the fill side of the tranny to get in extra fluid- I have never done that. How important is that to do? And I also had leaking from the filler hole - perhaps this was enough to toast the bearings? The combo of less fluid to start as well as some leaking.
Tranny never shifted badly, no grinding, no indication of this failure.
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Last edited by polopharm; 01-03-2018 at 11:46 PM.
Low fluid is bad. Especially on a car that handles well. You'll lose 5th gear first because it's the highest and on the outside of everything else. I've always jacked it up high and filled. I've never had a problem with a trans. I would not be able to stomach a leak at all. Eminent failure for those who let their trans leak for any period of time. It's just too hard to keep up on and there's only so much fluid in there to begin with. Add hard turns, higher friction from the higher RPM and more power and that makes things even worse.
These are perhaps the most stout FWD transaxles ever produced, but they don't like to be run low on fluid. If your gear set is in good shape still, I'd call that a victory.
Looks like maybe a pinion tooth and some intermediate shaft bearing...
Was tinkering with the car last night waiting for tranny to be rebuilt.
Started thinking of what pieces of the car have not been replaced or worked on since I got it 2 + years ago. Hopefully the shifter cables were the last pieces!
So far I could only come up with the rear bumper - so I took it off and replaced the nuts that secure it to the body.
Other wise I could not think of a single part.
Try and think of any bit or piece and I bet fingers have been laid on it - replaced , fixed , adjusted....
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Do you know what ended up being broken in the tranny?
Finally got tranny fully torn apart. The output shaft is bad, all bearings and synchros will be replaced as well. Not all were bad. The 5th gear synchro was the worst, which surprised me.
Also trying to figure out which parts of this tranny would have the 568 parts swapped in?
Why does it have 2 springs per gear? Seems like it would just make shifting harder , but is there a reason?
So now the big question- where do I buy this stuff?
I assume the parts are all NLA?
I would like to get tranny back in car by Feb 4. So time is of the essence.
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OUCH!!! Edward Papp or Jackson can probably hook you up.
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Super commin failure point on the nose bearing race on the input shaft. Depending on what you decide to swap, that input shaft is NOT junk! It just needs to be sleeved, been done a thousand times on 555's.
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From what I remember , the double spring is to reduce the 2nd gear crunch. I think it makes the syncro work harder.
The shaft has about a 1/4 inch of wear , with a giant step notched into it , my mechanic didn't think there was anything left to sleeve.
Last edited by polopharm; 01-24-2018 at 02:19 PM.
Thanks for the link on the bearings!
And maybe if anyone has a spare shaft to sell I would buy it and then deal with this one later.
I have a spare tranny but am trying to save time and labor to completely tear it down if I can source another one
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Yeah, you might make a "parts wanted" post. Someone might have a rebuilt trans on the shelf, ready for a car that's a long way from running.
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Normally I would agree but look closer at the journals where the gears are riding, that shaft has been oil starved severely.
Just a freak occurrence or a tell tale sign of how bad the oil starvation was. Never seen the thrust washer/spacer between 2nd and 3rd self destruct like that.
1994 Shadow Sedan. 2.2 N/A, A568 400,000 miles. "the science experiment"
1987 Shelby CSX #418. Long term rebuild and restore ?
That's what my engine guy said too. I think I did the damage via a leak thru drain plug , and not jacking up the side of the car to overfill tranny. And higher G force type driving.
So as I am such an ignorant Mopar owner -
This a555 tranny would have had the input shaft changed to an a568 in order to work with the t3? I think Mike said something involving 1st and 2nd gear were rebuilt with 568 parts.
My particular tranny has double springs on all the gears.
Shifting was very notchy but also very positive. Recommendations- keep the double springs or go to 1?
If I were to look for a used tranny, do I get a 555 or a 568.
( Once my race car is done this car will revert to just spirited street use)
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