OKIERX-7

hmmm, I got the snap ring pliers and my knuckles are immune to pain now



Own a press? nope. I haven't seen the need for one yet, nothing you can't do with a small hammer and a lot of tapping. Although, I'm sure a press would be faster and better. Maybe I'll try and price one of those out at Harbor Freight.



I've already rebuilt one tranny using spare parts. It seems to work fine but I'm only using it as an emergency spare because it was practice for me and has used/old parts.



Now I'm going to rebuild the other with new synchros and snap rings. Everything else was in super condition. The bearings,gears, and such are definitely reusable. I was really impressed with the condition considering both trannies were abused and had over 130K on them.



BTW, Mazda now offers upgraded stronger synchros. The stock ones are brass and usually the 5th and reverse sychros are the reason for failure. Doesn't really surprise me either, those suckers are incredibly thin.



Thanks for the info, I'll probably give Pineapple a call, and drop banzaitoyota a pm. I also heard Mazdacomp offers kits as well.

OKIERX-7

BTW the big PITA isn't the snap rings. Its these damn rings similiar to the snap rings but without the holes, as well as the huge *** nut they have on the balance... Too big for even my pipe wrench!!

j9fd3s

oh yeah they have a giant socket for the nut on the mainshaft. it also makes a good tool to put the bearings back on



mike

rxseven

Mike,

A while back I investgated rebuild kits for the N/A trannys and I found a website that sells them but can't remember which one, sorry. But I can tell you that the trannys are made by Jatco and are pretty run of the mill. You might use that for a keyword search. You should have the entire rebuild kit for around $200 or you are paying too much. By the way, Aamco transmission in moore I think had quoted me $450 for replacing bearings and synchros, parts and labor if the tranny was carried in. You might want to check that also.

OKIERX-7

Thanks, Darius. $450 isn't too bad. I'm really doing this more for the experience though. I'd much rather spend the $450 on a T2 tranny and rebuild it with new synchros etc.. than on an NA tranny rebuild.



So far everything has been going smoothly except for that damn dynamic damper. It takes a 61 mm nut or 2 3/8 in. Tomorrow I'm going on the hunt for a wrench that big... I can't do anything else until that thing is off.



The first rebuild was SOOOO much easier because the transmission was already dismantled by a shop I had look at it.

j9fd3s

jatco stands for Japan Automatic Transmission CO. they make the automatics. the stick is in house mazda.

okie: try and borrow that giant socket from the dealer, or buy it from mazdacomp



mike

OKIERX-7

I'll try that borrow thing first. If that doesn't work I might just ask this tranny shop down the street from me to pull the nut for me.



I just finished pulling the bell housing off. The 1-4 gear synchros look pristine! Even the gear sleeves look great. Much better looking than the original transmission from my car, which died at 130K. Of, course I can't get to the reverse and 5th synchros w/o pulling the entire thing apart. What a bitch!



Mind that this tranny came from a salvage car that suffered an interior fire. Maybe the owner couldn't make the payments? I never knew what the actual mileage was of the car it came from cause the odometer was melted.



mike

Rotarydragon

Let me know how hard it is to pull the gear unit out, I'm told it's a real pain in the ****.



I'll rebuild my tranny some day or another.



Heck I'll do lots of things some day or another....



Like myabe get a TII?



Nah then I wouldn't have anything to grouse about

OKIERX-7

Here's the short version....



Well, you've got 4 different sections to the tranny. Bell housing, main plate, gear box, and the end housing or stem on the diff. side of the tranny.



To get to the 5th and reverse gears, I recommend pulling the stem first. Very easy, no special tools required. From there, You can see the tail end of the mainshaft and the end of the contershaft. At this point you've got to figure out a way to remove the 61mm nut from the dynamic damper. That and a 31?32 mm lock not from the end of the counter shaft. Those are the real keys to getting inside the gearbox and the hardest part of the whole teardown/rebuild.



Yes, there are snap rings, and c-washers to contend with, but I managed with just slotted screwdrivers and needle-nose pliers.

Once you've got the actual gearbox off, you've got a few more c-rings, then direct access to the 5th gear and synchro. To get to the reverse synchros/gears. There is one more lock nut, this time on the mainshaft. I'm not sure what size cuz I had that pulled off by the shop that pulled the dynamic damper off.



OK, in order to remove the bell housing. Very easy task as well. After removing the dowel style bolts that run from the stem to the bell. You simply remove the front cover inside the bell. There is a c-ring on the mainshaft front bearing that you must remove in order to seperate the mainshaft and countershaft front bearings from the bell. Then just tap on the end of the shafts with a hammer to seperate.



You should now be able to completely see both shafts and all gears/sychros etc... The only thing left holding the countershaft and mainshaft together at this point is the main plate w/ idler gear. I thought this was neat, you don't have to worry about holding little bitty pieces in place during reassembly because the main plate keeps everything together and then you just slide it back into the tranny casing.

Unfortunately, you must seperate the mainshaft and countershaft from the mainplate to be able to remove the 3rd and 4th gears. Again pretty easy, just remove the idler gear housing (5 12mm bolts)from the main plate, a couple of c-washers and presto! your whole transmission pretty much falls on the floor in front of you in about a million little pieces.



Seriously its pretty easy! The hardest parts are the two lock nuts and the dynamic damper nut. Then theres getting the damn casing to seal properly again after re-assembly. But its pretty cool to get to see how your transmission works too.

Rotarydragon

Yeah doesn't sound to hard, 10 speed roadmaster is harder to rebuild I'd say. Carter 5 speeds are too easy to rebuild, good thing as they suck.