Sounds like what just happened to me this weekend. It was locked in 1st gear. It finally came free but then I lost 1st and 2nd gear. And could barley find 3-4. The shifter just went into a loose no man’s land over there.

That’s wild! Great video and information to know when ordering new parts

@Long Range Gear - Thank you very much for the info!! By any chance did you consider putting a lead chamfer on the keys? I don’t have the parts in my hand yet as I am gearing up (ha ha) for this build, (just bought a truck but found pieces of main shaft 6th on the magnet during fluid change and inspection) but thinking it may be easier to machine and could allow the key to jump over the lip smoothly. I’d be interested to hear your thoughts on this. Thanks!

That sucks

Thank you for that video. I hope my rebuild doesnt take a dump.

I bought a rebuilt 5600 from a trans shop in Tennessee. It was dyno tested. I got about 5000 miles before it locked into gear. Smoked a brand new south bend clutch. I am running a 4500 now. It was such a bad experience that I will not touch a 5600 and I will only rebuild my own transmission. The rebuilders often minimize what they need. If any parts are remotely serviceable, they use it. They don’t examine each part in detail looking for issues. No time for that. So I do my own. The 5600 is no match for a fuller six!!! The fuller six is my favorite truck trans. I can depend on it.

@longrangegear

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I would argue that non specialized rebuilders absolutely follow that principal, yes. However, guys that focus on these transmissions are generally pretty good at discernment of parts serviceability. The problem is, its expensive. If you still have that 5600, i’d be interested in it.