MAX WEDGE 4spd bellhousing part or cast #
- Thread starter rav440
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thrashingcows
Drowning deep in my sea of loathing...so I'm
Think the last one I saw on E-bay sold for HUGE money...think it was like $1500 or some ungodly amount!
268RTs4ME
New member
Is that the one that takes the steel pan on the bottom? If it is, should be Part # 2406043 cast # 2406042, then the pan is part # 2406045 cast # 2206044. This would be a 10 1/2 inch STEEL BELL and a steel Pan, only showing that in 64 B body 429 III .Showing another Steel bell in 64/ 65 for B Body Part # 2463235 cast # 2463236 10 1/2 Steel, with steel pan which is same #s as above pan 426 Hemi...another steel bell was in 62 B body Part # 2402218 10 1/2 inch not showing any pan is for a 413. Everything else showing in my Galen book was either alumn., or cast.
Dr.Jass
Pastor of Muppets
There is no 1963 Max Wedge 4-speed bellhousing, as the Maxie was only available with the A-833 trans in the very-early months of 1964 production until the Race Hemi debuted and the Stage III engine was discontinued. The only 4-speed option in '63 was the Borg-Warner T10, and due to its weakness it was not available behind anything larger than a 383. In '63, the only transmission choices behind the Max Wedge were the hard-to-shift Borg-Warner T-85 3-speed manual and the 727. Period. The A-833 was not available until '64.
In '64, the steel bell has the word "STEEL" as part of the casting--meaning it stands up above the surface of the bell. It's not stamped. The lettering is huge--over an inch tall... easily seen in any pic of a correct Max/Hemi bell from that era. I believe the same bell was used on the 1965 A-990 cars, but may be wrong on that. It's an extremely expensive part.
In '64, the steel bell has the word "STEEL" as part of the casting--meaning it stands up above the surface of the bell. It's not stamped. The lettering is huge--over an inch tall... easily seen in any pic of a correct Max/Hemi bell from that era. I believe the same bell was used on the 1965 A-990 cars, but may be wrong on that. It's an extremely expensive part.
rav440
gathering parts like a squirrel gathering NUTS
i just got back from looking at the bellhousing . i didnt buy it becacuse it didnt look right to me . the casting / part # was vauge at best it looked like 240 or 8/3 6246 or 3 plus the center were the trans goes in had a smaller concave machined ring not just the typical 5" or 6" hole but it did have the embossed / raised " STEEL " i just wan thrown by the #s and the hole .
thanks for the info :bravo:
thanks for the info :bravo:
Dr.Jass
Pastor of Muppets
OK, going by one of Galen's old White Books, here's what I can come up with:
1962 Stage I 413 Max Wedge bellhousings were steel, but have no casting number.
1963 Stage II bellhousings were aluminum, but being for the T-85 3-speed, an A-833 won't bolt to them. They are also a different casting than the T-85 bell used behind street 426 applications' 3-speed unit, and are different than the T-10 bell used on 361/383 applications, which was iron. He erroneously marks the B-engine T-10 bell as being correct for a 413, but that combo was never available.
1964 Stage III Maxies were casting number 2406042.
1964-65 Race Hemis used a bell marked 2463236.
All 426-inch steel bellhousings used a matching cast-steel inspection cover (pan), rather than the stamped unit used on everything else including the Stage I 413 and the Stage II aluminum unit. The '64 Stage III wedge and the Race Hemi used different bellhousings, but the same cast pan.
Strangely, all the above applications were for a 10.5", 130-tooth flywheel, according to Mr. Govier. The only 11"/143-tooth steel bell was the 1967 RO/WO cars, which were simply cast RC 426. This is the same casting mark as the SS/A cars, though 1968 apparently reverted to the smaller clutch/flywheel combo. :huh:
I could find no bellhousing casting number starting with 2408 or 2403... but this book is over 10 years old, and new information may have come to light in the intervening years.
1962 Stage I 413 Max Wedge bellhousings were steel, but have no casting number.
1963 Stage II bellhousings were aluminum, but being for the T-85 3-speed, an A-833 won't bolt to them. They are also a different casting than the T-85 bell used behind street 426 applications' 3-speed unit, and are different than the T-10 bell used on 361/383 applications, which was iron. He erroneously marks the B-engine T-10 bell as being correct for a 413, but that combo was never available.
1964 Stage III Maxies were casting number 2406042.
1964-65 Race Hemis used a bell marked 2463236.
All 426-inch steel bellhousings used a matching cast-steel inspection cover (pan), rather than the stamped unit used on everything else including the Stage I 413 and the Stage II aluminum unit. The '64 Stage III wedge and the Race Hemi used different bellhousings, but the same cast pan.
Strangely, all the above applications were for a 10.5", 130-tooth flywheel, according to Mr. Govier. The only 11"/143-tooth steel bell was the 1967 RO/WO cars, which were simply cast RC 426. This is the same casting mark as the SS/A cars, though 1968 apparently reverted to the smaller clutch/flywheel combo. :huh:
I could find no bellhousing casting number starting with 2408 or 2403... but this book is over 10 years old, and new information may have come to light in the intervening years.
rav440
gathering parts like a squirrel gathering NUTS
Dr.Jass
Pastor of Muppets
That's about as good as my old Galen book, actually...
2182351 10-1/2" clutch A-833 1962-1964 B-body 361 383 413
The A-833 didn't exist until 1964. The 413 was not offered with a 4-speed in '62 or '63. It's quoted directly out of a newer Govier white book, with newer information. The only pre-'64 4-speed 413s were the two--that's right, two--1960 300F "letter cars" built with the Pont-a-Mousson four-gear manual. But yes, that bell would fit and function on a 413, 440, 400 or any other B/RB engine with the right associated parts... however, there's a completely different number for '64 4-speed cars, meaning Galen contradicts himself here. It's possible that some early '64 4-speed cars were built with the T-10 (availability problems with the new Chrysler trans?), but that transmission won't bolt to an A-833 bellhousing and vice versa.
Who knows? Likely, no one.
Here's one for you: when I destroyed the original Super T-10 in my '78 Trans Am, the replacement I found had a Chrysler input shaft. Now, the Super T-10 input shafts supposedly don't interchange with the old T-10s, yet I had a GM Super T-10 with a 1-inch, 23-spline input. GM used 10- or 26-spline input shafts. I had to piece the entire clutch assembly together from parts. I used a Pontiac pressure plate, Mopar disc, and Z/28 throwout bearing (if I recall, it was a collar-height issue) to make everything work. No one has ever been able to explain that trans to me, be it restoration expert or former racer.
2182351 10-1/2" clutch A-833 1962-1964 B-body 361 383 413
The A-833 didn't exist until 1964. The 413 was not offered with a 4-speed in '62 or '63. It's quoted directly out of a newer Govier white book, with newer information. The only pre-'64 4-speed 413s were the two--that's right, two--1960 300F "letter cars" built with the Pont-a-Mousson four-gear manual. But yes, that bell would fit and function on a 413, 440, 400 or any other B/RB engine with the right associated parts... however, there's a completely different number for '64 4-speed cars, meaning Galen contradicts himself here. It's possible that some early '64 4-speed cars were built with the T-10 (availability problems with the new Chrysler trans?), but that transmission won't bolt to an A-833 bellhousing and vice versa.
Who knows? Likely, no one.
Here's one for you: when I destroyed the original Super T-10 in my '78 Trans Am, the replacement I found had a Chrysler input shaft. Now, the Super T-10 input shafts supposedly don't interchange with the old T-10s, yet I had a GM Super T-10 with a 1-inch, 23-spline input. GM used 10- or 26-spline input shafts. I had to piece the entire clutch assembly together from parts. I used a Pontiac pressure plate, Mopar disc, and Z/28 throwout bearing (if I recall, it was a collar-height issue) to make everything work. No one has ever been able to explain that trans to me, be it restoration expert or former racer.