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Clear what - the pitman arm of the 710 Saginaw box, when turning full right? Then my answer would be NO, not with A3-wheels; they have more than 10" of backspace! To run 15,5's with no interference you need wheels with 8" or less backspace. G.

1983 is correct. To be from year 1993 the code had to end with a small triangle, to the right. (DOT 403<) G.

... while rebuilding your engine?:mrgreen:

No, there is no NEUTRAL position; it is in FORWARD, by default! There is an internal coil spring that keeps the forward (sprag)clutch engaged, all the time, except when you shift the tranny into reverse. I suggest reading that post I linked to. G.

Don't worry, that won't happen - certainly not without that shift rod installed. And I would say it's not a "terrible" idea to remove it completely until you find some more time to play with the adjustment and get more familiar with its function. (this post might help...) From what you...

I said it already: both sides are tapered! (drawing based on TM 9-2815-210-35, fig. 286 (Sep1964))

Dot markings always go facing up, or? Plus the second ring (bottom in picture) even says TOP, on the face which is stepped. And BTW, what if both sides are tapered, same angle (top in picture)?

This is the so-called "interlock shift-plate"; how it should look like... G.

Yeah, that shift plate is hardened steel and it can happen that just one small tab of it breaks off, allowing two gears to be engaged at the same time, which obviously locks-up the transmission. So, NO you don't need a new transmission, of course; it is just stuck in gear. Pull the...

You can't measure these with a feeler gauge like that, they are tapered, both sides (= trapezoidal section). See TM 9-2815-204-35; page 212, for the LDS427-2 which has a very similar top compression ring. I'm afraid you will find them all in exactly that same order because I just pulled two...

I'd say Goodyear? And yes, they sure looked nice - 7+ years ago.:wink: G.

... or cracked cylinders? (unless you had checked them already?)

For a 5-ton the center has 10 splines on 1-3/4", while the Deuce transmission is only 10 on 1-1/2". G.

http://www.steelsoldiers.com/showthread.php?136407-parking-brake-return-spring-issues&p=1680850&viewfull=1#post1680850

It's the lower fitting on the transmission and that line normally connects to the bottom of the radiator/cooler. G.

No, not that question...;-) Still, if you refer to post #652 the answer would be no, Wildchild467 did not see it yet. (According to the list of readers he has last opened this thread on 12-09-2015 at 17:03) But he sure did see this post, and I firmly believe that that is exactly the same kit...

Ahh... I think I know what the next question will be, then. :wink:

Glad you found the problem! From your description of how much force it took to move I believe it was the brass gear itself that was binding, not the shaft end bottoming out inside the cover? Because after reading your story I remembered that in order to completely eliminate that large gasket...

Here... for example. G.

My only possible explanation to that would be if the wormshaft (ball)bearings #6309 were rough- and/or somehow preloaded? Because the two oil seals alone can't offer that much of resistance to spin it by hand. And the drum-shaft & gear should not be binding either, if all was correctly...