Borg warner t10 4 speed main shaft speedometer gear removal

You have AWD? full time all-wheel drive.
Transfer Case Description and Operation
The Borg Warner (BW) model 4481, RPO NR3 transfer case is a one-speed, full time, all wheel drive (AWD), transfer case. The transfer case provides power to both axles, through an external planetary type differential, which has two different sets of pinion gears. The planetary differential provides a 40/60 torque split, front/rear, full time. This means both axles are constantly being driven for maximum traction in all conditions.
The transfer case external type planetary differential functions the same as a typical rear axle differential. The transfer case differential pinion gears function as the spider gears, and the sun gears function as the side gears.
The following actions occur because of the planetary differential:
• If the vehicle is on a hoist, the front propeller shaft can be rotated by hand.
• The vehicle cannot be driven if one propeller shaft is removed.
• Operating the vehicle on the hoist can damage the differential pinion gears, by over-spinning.
• Operating the vehicle with one propeller shaft removed causes over-spinning of the differential pinion gears.
The BW 4481 design of the planetary differential allows the use with the Vehicle Stability Enhancement System (VSES) vehicles. The VSES takes use of the planetary differential, by applying braking to a tire that has less traction and dividing the engine torque to the other axle.
The BW 4481 case halves are high-pressure, die-cast magnesium. Ball bearings support the input shaft, the front output shaft, and the rear output shaft. The transfer case requires DEXRON®III ATF GM P/N 12378470 (Canadian P/N 10952622), which is red in color.

This system does not have an encoder motor.

The Borg Warner (BW) model 4493/4494 NR4 transfer case is a 2-speed, full-time 4WD, transfer case. The transfer case has an external planetary type differential, which has 2 different sets of pinion gears. The planetary differential provides a 40/60 torque split front/rear full-time. This means the front and rear propeller shafts are constantly being driven for maximum traction in all conditions. A high/low planetary carrier assembly provides the high and low ranges, which is a 6-pinion gear, sun gear, and annulus gear arrangement, giving a 2.64 low range reduction ratio in the BW 4493 and a 4:1 ratio in the BW 4494.

Based on your limited info, I will surmise that this transmission is not mounted and has been sitting around- I will also surmise that you are either talking about the super T-10 or 2nd gen. superT-10 4-speed manual tranny.
Predicated that the aforementioned is accurate, I will guess that the gear oil over time leaked out and the synchronizers, gears, main-shaft, or other internal part(s) have seized up.
You need to open it up and see what is or is not happening internally- but please, do not use a hammer or any other device to hit the transmission levers or transmission body- you'll crack the casting.

The ring gear bolts should be torqued to 65 ft. lbs.

I just found out that all that you have to do is . You have three options to go with one change the bellhousing from a borg warner m12 transmission. two use and borg warner m12 transmission but use the yoke head from the m8 onto the yoke of the m12 yoke .Three use a chryler/amc tf727 torque command transmission.Use the yoke from the m8 weld the head on to the spline of the 727transmission weld the m8 tail section onto eather transmission and that way you can keep the torque tube suspension on your classic 770 with the 287.Your rear end should be an AMC 20 to stand the torque from the AMC 360 engine with about 350 hp .last but at lease get the trany mounts.

gear + BOX
so is the transfer case, box. or the 5 speed stick box or?
what?
we drain it then fill it, to the mark.
on all gear boxes.
if A/T we RTM read the operators guide. for how to do it right,
most dont and wreck the tranny. the #1 reason they removed the filler.
when posting car issues, stated what it is.
like this.
95 Trooper, 4wd M/T , i want to change the 5speed box lube.
what do i need to do that.?
ill spin the wheel of fate, and land on 5speed box.
and answer for TR5 and NV1500 boxes.

For all transmissions except for the Borg-Warner T5R, replace the transmission fluid at the first 15,000 miles (24,000 km) and then every 30,000 miles (48,000 km) thereafter. The Borg-Warner T5R transmission does not require periodic changing of the transmission fluid. (they lie)

1. Raise the vehicle and support safely on jack-stands. Place a fluid catch pan under the transmission drain plug.
2. Remove the fill plug from the side of the transmission, then remove the drain plug. Be cautious when removing the drain plug: the transmission fluid can be very hot. Allow the transmission fluid to drain into the pan.
3. Install the drain plug and tighten to 20 ft. lbs. (27 Nm) for all models except the 1996 Hombre, which requires 27 ft. lbs. (37 Nm).
4. Refer to the manual transmission fluid recommendations for the proper viscosity of engine oil, or type of transmission fluid to be used for the T5R and NV1500 transmissions. Fill the transmission by pouring the new fluid through the fill plug hole in the side of the transmission. Fill until the fluid starts to dribble out of the filler hole. Install the fill plug to 17 ft. lbs. (23 Nm), then lower the vehicle.

so next you ask, what fluid
sure.
Use engine oil for all of the manual transmissions, except for the Borg-Warner T5R and the NV1500 (1996 Hombre). Make sure to use engine oil of the correct viscosity for these transmissions, as follows:

• Except 1992-96 Rodeo and Trooper, high temperature-SAE 40
• Except 1992-96 Rodeo and Trooper, normal temperature-SAE 5W-30SF
• 1992-96 Rodeo and Trooper, high temperature-SAE 15W-40, 20W-40 or 20W-50
• 1992-96 Rodeo and Trooper, normal temperature-SAE 5W-30

he Borg-Warner (B-W) T5R is found on Rodeo models with the V6 engine. The 1991-93 B-W T5R uses DEXRON-II automatic transmission fluid, whereas the 1994-96 B-W transmission uses DEXRON- III automatic transmission fluid.

use the highest Dexron number, on the shelf, mark III is not made today.

Here's what Chilton has to say on assembling the main shaft.
1.assemble 2nd gear, from rear of main shaft, with hub toward rear.
2.Install 1-2 synchronizer ring , with clutch taper to rear, together with a blocker ring on each side so their keyways line up with the clutch keys. Some units will have a snap ring to go on now or some units will have a 1st gear spacer sleeve to go on.
3. Install 1st gear with hub toward front and 1st gear thrust washer.
4.Press rear main bearing onto shaft being sure to seat it firmly. The diagram shows a piece of 1 and 5/8 ID pipe used to do this.
5. Install correct snap ring in groove on mainshaft behind rear bearing. Max gap between snap ring and rear face of bearing is 0"-.005".
6.Install 3rd gear, hub to front, and synchronizing ring, notches to front.
7. Install 3-4 clutch assembly with taper and hub to front. Make sure keys in hub correspond to notches in 3rd gear synchronizer.
8.Install snap ring on mainshaft with ends of snap ring behind spline teeth.
9.Install rear bearing retainer. Spread snap ring in plate to allow plate to drop around main bearing and press on end of mainshaft until snap ring engages groove on bearing.
10. Install reverse gear with collar to rear.
11. Press speedometer gear drive on mainshaft. From the inside face of the speedometer drive to the inside face of the rear bearing retainer should be 4 and 5/16".

There is a speed sensor for the manual transmission and a different one for the automatic. It has a plastic gear on one end and a wiring plug on the other.
The Borg Warner part number for the manual version is SN 7337.

I know the four speeds (Borg warner) uses 80-85 weight gear lube. Don't worry about using synthetic.

are you sure the tranny is not leaking gear oil?