Jump to content

M5 vs M6 *DELETED*


Guest

Recommended Posts

Pat,

Your transmission in the picture is an M6, not an M5. One clue is the double connection terminals on the solenoid and interrupter switch units; the M5 units have single connections on those units. The M6 transmissions do use a circuit breaker; the earlier M5's have a kickdown relay and fuse assembly that was eliminated on the M6.

Doug

Link to comment
Share on other sites

Guest De Soto Frank

One other notable difference between the M-5 & M-6: the M-6 has a longer tail-shaft housing: the longish part with the two bolt-bosses in the photo...

The M-5 has more of a squat rear-cover, just deep enough to accomdate the oil-pump, and the e-brake drum is fairly tight to the main tranny case.

The M-6 is approximately 4 inches longer than the M-5. ( I discovered this when I tried to swap a 1950 M-6 into my '48 New Yorker with the M-5.)

Doug's spot-on about the two-terminal solenoid and interrupter switch. Also, the M-6 solenoid mounts to the case at an angle (similar to the governor); the M-5 solenoid sits bolt-upright on a cover (houses the pilot valve) that secures to the side of the tranny case with four cap-screws.

Link to comment
Share on other sites

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Let us know how you get the 6V +gnd stuff to work on 12V -gnd. I would like to know myself if this is possible. </div></div>

So would I.

I've heard those 6/12 batterys from http://www.antiqueautobattery.com/ work well, but I'd really prefer upgrading my system to 12V, with the negitive ground.

Link to comment
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
×
×
  • Create New...