GM H-Body V8 Transmission FAQ
(frequently asked questions)
By Bob Gumm

  This FAQ is a compilation of my experiences as well as other's with the V8 Chevy Monza, Vega and other H-Bodies.  There are some sections that have no information in them yet, but I'm always adding to it, so if you don't see what you're looking for check back regularly or e-mail me.  Also, read this information the same as any information you find on the internet and make your own decisions about what you read.  If you find errors, have any suggestions, personal experiences, or information you think would be useful here, please e-mail me.  I make no attempts to mislead you, I only know what worked for me and I won't be liable for any damage to equipment, injury to persons, errors in judgement, or depletion of your finances.  Hey, I gotta protect myself.

* Some pages require Microsoft Word and Excel v7 for Windows95 .

Automatic Models
Automatic Trans tailhousing with mounting flange for rear suspension with torque arm
Automatic Transmission tailhousing with mounting flange for the torque arm style rear suspension.


Manual (Standard) Models and Types
  Although from my experiences all manual equipped V8 Monzas had Saginaw 4-speeds, I once read that Muncie made some so-called Saginaw style transmissions that were used in the V8 Monza.  If anyone knows anything about this
e-mail me.
Factory V8 Monza Manual Bellhousing (GM Part No. 354496) front Factory V8 Monza Manual Bellhousing (GM Part No. 354496) back Factory V8 Nova Manual Bellhousing (GM Part No. 360162) back
Factory Bellhousing V8 Monza, GM p/n 354496 and Nova GM p/n 360162.
(pictures copyright Bob Gumm's "Building the V8 H-Body" website)

   Here you can see the factory V8 manual transmission bellhousing (GM p/n 354496).   I've also discovered a second part number (GM p/n 360162) that looks similar to p/n 354496 except it has the bolt hole that is missing from p/n 354496.   Notice how driver's side of the bellhousing has one bolt hole missing!   This was done for clearance purposes.   Also, notice the clutch pivot ball hole is positioned at the upper right of the bellhousing.   This again was done for clearance and because the clutch arm is cable operated.   I suggest you use a scattershield bellhousing for performance applications.   You will have to dent the firewall to trans tunnel area slightly to use a scattershield bellhousing.

5-Speed Manual
  Some H-Bodies had Borg-Warner T-50 5-speeds.  If anyone has anything they would like to say about this transmission please
e-mail me.
Monza 5-Speed stuck in a sportscar


Clutch Cable Part Numbers
GM Group 0.854.
There were five different clutch cables made and their specific application varied with the engine in use.   Since many clutch cables are being sold online it's critical that you get the right one.   Before you buy a cable use the list I have compiled below to ensure you get the right part number for your application.   I don't sell these parts, I just list them for your information.
  • V8 (262, 305, 350 GM p/n 465472
  • V6 (196 & 231 GM p/n 465472
  • L4 (Cosworth 122 GM p/n 364673
  • L4 (140 GM p/n 364672
  • L4 (155 GM p/n 463006

Clutch Cable and Adjustment
Adjustment is made with the return spring removed.
  1. Place cable through hole in clutch fork.
  2. Pull cable until clutch pedal is firmly against the rubber bumper.
  3. Push clutch fork forward until the throw-out bearing contacts the clutch spring fingers.
  4. Screw pin on cable until it bottoms out on clutch fork surface.
  5. Turn 1/4 turn tighter and position pin into groove in the clutch fork.
  6. Attach the return spring.
  7. Use the above procedure to produce .90" (plus or minus 1/4") lash at the clutch pedal.
  8. Cycle the clutch 3 times by depressing and releasing the pedal and recheck.

Mr Gasket V-Gate Shifter on Muncie Transmission The picture on the left shows a Mr Gasket V-Gate Shifter installed on a Muncie 4-Speed transmission.   This is the shifter of choice for many die-hard drag racers.   Installing a Mr Gasket V-Gate Shifter (P/N 411 8156) will require modification to the reverse linkage as well as a huge hole in the transmission tunnel that will need to be reinforced.   The reverse shift rod will need to be moved to the opposite side (driver's side) of the Reverse Shift Handle to clear the Torque Arm Bushing.   Even then I had to shorten the Torque Arm to move the bushing back several inches and fab a mount that I had welded to the transmission crossmember.   The reverse shift rod also had to be custom bent to navigate it's way back to the proper position in the reverse shift arm.   Some of those who have shorted the torque arm have reported that it eliminated wheel hop.   I never had wheel hop as I have always had a Competition Engineering traction device installed.   I'll have to take a picture of the CE traction device which consists of boxed lower control arms inside an adjustable cages that bolt to the rear axle housing.







Driveshafts and Transmission Yokes
Crossmembers and Mounting

3 Link (Torque Arm)
Factory 3-Link Torque Arm Suspension
  The factory 3-Link Torque Arm Suspension was the best design by far.  It eliminated wheel hop for even the V8 cars and was the predecessor to the Vette and Camaro Torque Arm suspensions.  It attaches to a bracket attached to the rear housing of the transmission.

Back to
Building the V8 H-Body