Tech Talk: H55F Input Shaft & Bearing Retainer Tech/ID Page

This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.

Is it safe to asume the H41 input would be the same as the H55f of the same era? say early 80's split case? or even an 70's one piece case tranny.

Also can you swap inputs in the case if you have the proper bearing retainer? I guess if you had a bad input in a H41, can you swap in a H55f input?

Thanks
 
matzell said:
Is it safe to asume the H41 input would be the same as the H55f of the same era? say early 80's split case? or even an 70's one piece case tranny.

Also can you swap inputs in the case if you have the proper bearing retainer? I guess if you had a bad input in a H41, can you swap in a H55f input?

Thanks
Click to expand...

Yes, some inputs shafts and front bearing retainers are shared between the 4 & 5 speed models and can be swapped
 
Updated with the 33311-60170 pic. A customer reminded me we hadn't added that yet so I've got it there now :D
 
Update: added complete transmission photos to the original post
forum.ih8mud.com

Tech Talk: H55F Input Shaft & Bearing Retainer Tech/ID Page

H55F Input Shaft, Bearing Retainer and Bearing Tech and Identification Guide - Full Nerdery! First, there are many great posts on this subject here on Mud but they are in dozens of different threads. I wanted to share some of our internal reference docs and information we use to assist...
forum.ih8mud.com forum.ih8mud.com

I love looking at them :cool:

1737671057281.webp
 
cruiseroutfit said:
Update: added complete transmission photos to the original post
forum.ih8mud.com

Tech Talk: H55F Input Shaft & Bearing Retainer Tech/ID Page

H55F Input Shaft, Bearing Retainer and Bearing Tech and Identification Guide - Full Nerdery! First, there are many great posts on this subject here on Mud but they are in dozens of different threads. I wanted to share some of our internal reference docs and information we use to assist...
forum.ih8mud.com forum.ih8mud.com

I love looking at them :cool:

View attachment 3822959
Click to expand...

Druggie.

:lol:

;)
 
Nothing quite like doing a line of transmissions...
:hillbilly:
 
cruiseroutfit said:
H55F Input Shaft, Bearing Retainer and Bearing Tech and Identification Guide - Full Nerdery!

First, there are many great posts on this subject here on Mud but they are in dozens of different threads. I wanted to share some of our internal reference docs and information we use to assist customers and build H55F/BF1 Split T-Case transmissions and transmission/t-case combos.

View attachment 3588545
(33030-60450 / Cruiser Outfitters Part# TR60450 Shown)

There are 20+ different iterations of the H55F (EPC: 33030), many are minor changes, the most prevalent differences being associated with the Input Shaft (EPC: 33311) and Front Bearing Retainer (EPC: 33131). Input shafts are matched to the front bearing retainer by the bearing, seal and length. Fortunately these changes are easily identified both externally and internally.

View attachment 3588501

The H55F has (10) different input shaft variants for use behind the B, F, H, & HD/HZ family motors. Those (10) supersede to (5) different total variations. B early & late, F/H early & late, and 1HD/1HZ. All of these shafts have a 26-tooth count on the gear itself. The shaft splines are available in a 10 (~27.7mm OD) or 21 (27.8mm OD) as well as 3 different overall all shaft lengths (measured when loose from transmission), 245mm, 260mm, and 280mm.

The major difference is the internals and they correspond to those early (10/1982-9/1985) and late (10/1985+) versions of each transmission.
Note: there is only (5) because there was never an early (10/82-9/85) version of the 1HZ 21 spline variant with the medium length shaft.

View attachment 3588549
(New OEM 33311-60070 (Supersedes to 33311-60090),10/1982-9/1985, 15mm pilot journal, 28.5mm seal and high step input bearing journal. 245mm OAL)

View attachment 3588548
(Used OEM 33311-60080, 10/1982-9/1985,12mm pilot journal, 28.5mm seal and high step input bearing journal. 280mm OAL)

View attachment 3588566
(New Aftermarket 33311-60090, 10/1982-9/1985, 15mm pilot journal, 28.5mm seal and high step input bearing journal. 245mm OAL)

View attachment 3588570
(New aftermarket 33311-60110, 10/85+, 12mm pilot journal, 32mm seal and low step input bearing journal. 280mm OAL)

View attachment 3588547
(Used 33311-60111, 10/85+, 12mm pilot journal , 32mm seal and low step input bearing journal. 280mm OAL)

View attachment 3588565
(New aftermarket 33311-60100/33311-60101/33311-60120 -> 33311-60121, 10/85+, 15mm pilot journal, 32mm seal and low step input bearing journal. 245mm OAL)

View attachment 3619894
(New aftermarket 33311-60170, 10/90+, 15mm pilot journal, 32mm seal and low step input bearing journal. 260mm OAL)
Click to expand...
Hi Kurt, somehow I missed this thread, thank you for posting it!

You show a new aftermarket 33311-60110, is this a part you are able to source?

Can you see any difference between -60110 and -60111? I can only see a machined 'nick' in the gear teeth (no idea what this might be for).
 
Eurasiaoverland said:
Hi Kurt, somehow I missed this thread, thank you for posting it!

You show a new aftermarket 33311-60110, is this a part you are able to source?

Can you see any difference between -60110 and -60111? I can only see a machined 'nick' in the gear teeth (no idea what this might be for).
Click to expand...

Sorry, I don't recall if we stock the 33311-60110/33311-60111 as a loose part or if that is part of our engineering/NOS sample type stuff. Ping our parts team and they can verify for you: Cruiser Teq | Powered by Cruiser Outfitters - https://cruiserteq.com/contact-us/
 
Hi Kurt
I have new crate LS3 mated to new H55 via Advanced Adapter bellhousing. Roughly 10k miles. This is a JP Virgo build and (as you would expect from JP) an exceptional and capable rig that has been extremely solid in all aspects.
The front retainer bearing collar sheared off, seating itself into clutch release bearing, and imploding the pressure plate.
Have you seen this type of failure before?

IMG_1220.webp


IMG_1221.webp


IMG_1081.webp


IMG_1082.webp
 
Looks like the setup was not correctly spaced and the presssure plate fingers severely interfered with the retainer when the clutch was disengaged (pedal down). I would guess the frictional heating eventually led to failure, hence why a setup with 10k miles looks like it's done half a million.

There is also very severe wear on the thrust faces of the clutch cover teeth, suggesting the bearing was permanently acting on them. Is the beating seized solid?

Is the groove worn into the retainer shaft even all the way around?
6545SWB said:
Hi Kurt
I have new crate LS3 mated to new H55 via Advanced Adapter bellhousing. Roughly 10k miles. This is a JP Virgo build and (as you would expect from JP) an exceptional and capable rig that has been extremely solid in all aspects.
The front retainer bearing collar sheared off, seating itself into clutch release bearing, and imploding the pressure plate.
Have you seen this type of failure before?

View attachment 4126075

View attachment 4126078

View attachment 4126079

View attachment 4126081
Click to expand...
 
The bearing was seized solid and the groove in the retainer shaft is even all around. I do not think this was spaced incorrectly by my original builder because #1 - he is a real pro, and #2 - when this happened 4 months ago, I replaced the entire clutch kit, clutch release bearing, throwout bearing and the front retainer bearing from the transmission at my local mechanic (pictures), and the clutch is already starting to fail again.
 
6545SWB said:
The bearing was seized solid and the groove in the retainer shaft is even all around. I do not think this was spaced incorrectly by my original builder because #1 - he is a real pro, and #2 - when this happened 4 months ago, I replaced the entire clutch kit, clutch release bearing, throwout bearing and the front retainer bearing from the transmission at my local mechanic (pictures), and the clutch is already starting to fail again.
Click to expand...
I don't understand the relevance of your second point; the clutch failed prematurely from multiple component failure; you put a new clutch in and it's already failing again. That points to an incorrect setup.

There should never be contact between the fingers of the pressure plate and the retainer shaft. If the bearing seized prematurely, it would not cause those two components to come into contact. No matter how hard you raced the clutch, burned it out from poor driving habits etc, these would never come in contact.

Have you approached the original builder and asked his opinion?
 
You must log in or register to reply here.

Share this page

Back
Top Bottom