I respectfully disagree that they only do it when worn out.
It's not that they only do it when they're worn out, it's that they do it if the starter motor speed is higher than the geartrain was designed for, or when the brake washer is improper (too thin, wrong material, wetted down with oil) or chewed up (happens very fast with sandblasted driven gear and pinion housing...rough surface + leather brake washer = brake washer ground up into leather dust).
when they sound like they are dragging and DON'T spin down very long, the bushings are usually dry and/or getting worn out.
You're conflating two different things. Listen to the two sound links I posted. Neither of those starters is dragging,
and neither of them has a long spindown.
even though the starters look the same, they are most certainly not.From '62-70 the same starter was used on most stuff (2095150) About '70 or so the part number changed when the housing changed to a bolt-on solenoid, then changed again in late '72 at which time the starter speed went up.
1962-1969, except '63 all engines and '64-'69 170: starter 2095 150, 1.3 horsepower, 3 series/1 shunt, small coils.
1963 all engines, '64-'69 170: starter 2098 500, 1.4 horsepower, 4-series, small coils. Maximum crank speed about 20% higher under certain conditions.
1970-'72, all engines: starter 2875 560, electrically identical to 2095 150. Physically different with new-style gasketed brush plate and one intermediate bushing eliminated.
1973 all engines, early: starter 3656 650, identical to 2875 560 except part number.
1973 all engines, late: starter 3656 575 (yes, the later unit has the lower part number). 1.5 horsepower, 4-series, large coils This is where cranking speed goes way above the original design of this geartrain -- it's about double the original design. Starter noise increases quite a bit, and the starter takes longer to spin down from its higher speed.
1974 400 and 440 engines: starter 3755 250. This is the first large-frame version of the gear reduction starter. 1.8 horsepower, 4-series. Gear ratio is 2:1 instead of 3.75:1 as in the small-frame starter. MUCH higher cranking speed but not a whole lot of spindown time, because this is a geartrain operating within its design speed range.
1974 all other engines: starter 3755 900. Electrically identical to 3656 575, same high noise and longer spindown, but has redesigned helix angle on driven shaft and new shock-cushioned starter drive unit.
From 1975-1979ish, Chrysler plays follow-the-queen with applications for 3755 250 (large frame) and 3755 900 (small frame), seemingly at random. During this timeframe, the small starter gets new part number 4091 975 and the large starter gets 4091 950, with no actual changes. Most years the biggest engines get the big starter, some years the smaller engines get the big starter, other years the smaller engines get the small starter. Chrysler was a mess at that time; it's probably down to whatever they had in the cupboard.
Both starters get new numbers around 1984: 4111 855 (small) and 4111 860 (large). Identical to 3755 900 (small) and 3755 250 (large).
Last part numbers issued for these starters are in 1987: 4145 359 (small) and 4145 360 (large). This is also the last year these starters are used in new-vehicle production; in 1988 Chrysler starts buying starters from Nippondenso.
