Super T10

I keep a spreadsheet with various specs. - not sure where those numbers came from.  I just checked a 2:64 tranny which has 3 grooves.  I have a 22 tooth input gear which should be a 2:23 with 5 grooves. Those are the only 2 data points I have, so I can defer to your more practical experience.  I think the lesson learned here is "dont trust the grooves." 

This link seems to confirm that the grooves werent consistent either, but is just another random posting on the internet that might be as confused as i am 

okey you got it all wrong.......the early T10's in fords and chevys ....Because GM and Ford and Mopar was looking for a stronger trans. By the time the New The 1st SUPER T-10 came outcase..GM had made M21! and M22 muncie, Chrysler had come out with the 833....and Ford the Top Loader.  So .because by the time the 1st Generation Super T-10 was produced.. Everyone had upgraded to stronger 4 speeds and no longer needed the 1st generation SUPER T-10...CastIron Super  T-10 came out,  new (not plane old T-10) Super T-10 was offered to AMC and they jump at it, to put in the AMC cars. Because it has CastIron Case its stronger then the later Aluminum, so called Super t-10's ,offered in GM and Fords.    More Nickel in steel, in all Super T-10's ,more splines and strength in Carrier assembly. So when someone tells u ,u have a old version of T-10, thats incorrect........you have the 1st Generation of Super T-10.   I have the write up from Carcraft written in the 90's

Look at the history and the BW T10.

GM and Ford used them until around 1969, then AMC started using them as GM, Ford and Chrysler were getting warranty returns in 1968 do to BW transmission failures do to HP/torque failures.

Gen 0 BW T10's.

 AMC bought into the next generation Gen 1 - Super T10 as BW was having problems and AMC took advantage.

In 1969 AMC started using a revised cast iron case T10 transmission, Ford and Chrysler also used them to a certain degree as they could not keep up with their own production requirements. Ford had the Top Loader and Chrysler the A833.

The 1969 version of the BW T10 had high nickel gears and was far superior to what I'll call the Gen 0 T10. Take a look at how AMC was beating the crap out of the BW T10's and holding the same HP/torque of the Muncies, Top Loaders or A833. 

These were the Gen 1 Super T10, same as the GM BW Power Brute starting in 1975.

AMC still used the cast case Gen 1 Super T10 until end of production (they even used some aluminum case Gen 2 T10's). GM went to the Gen 2 Super T10 aluminum case completely by 1981.

But some Pontiac's, Corvette's and Camaro's could still be had with the Power Brute, Gen 1 BW T10 or AMC T10 that everyone would not admit to and still will not to this day.

You can tell a GM BW Power Brute by the cast iron case and 7/8" idler shaft diameter - same as the AMC T10.

I don't know how many parts swap over from the Power Brute to the AMC BW T10, but I do know some will. Maybe even gear sets?

So if the Power Brute and AMC T10 were direct decedents, and the transmission was rebuild using more common GM parts, including the input shaft, spline count means absolutely nothing, count rotations!

  

This combination was not just a coincidence.

The only real difference between the Gen 0 and Gen 1 was the change to high nickel gears, higher load bearings, better shaft materials, better syncro materials/design and some new ratios offered.