Jeepsinker
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Cummins? The A3 doesn't have a Cummins!![Banging Head aua aua](https://www.steelsoldiers.com/images/smilies/icon_smile_banghead_125.gif)
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The Multifuel engine is longer than the CAT 3116; I dont' think it would be that easy...Sounds like it would almost be easier to just start off with an A3 and swap the motor to a Multi. ......
I'd rather do the reverse. I'd rather put the cat in an a2 with a fuller transmission.The Multifuel engine is longer than the CAT 3116; I dont' think it would be that easy...
G.
That's not correct. I used the factory deuce transmission output shaft that connects to the transfer case. I did, however, purchase a companion flange for the AT545 output to mate up with the factory deuce output shaft. I recall the output shaft having a 12" overall length, but 11" if it's compressed. I placed the Cummins 5.9 + Allison AT545 with the output shaft at 11.5" to leave room in either direction for flex.This is true. Hank had a special short jackshaft fabricated to fit.
If you use the AT540 tranny, then you will not have any electronics, but you will not have an overdrive either.The point of having one of our trucks is to get AWAY from all the junk electronics.
So what did you do? You move the transfer case back? Man my memory is really suffering lately. I did go through your whole build thread again recently.That's not correct. I used the factory deuce transmission output shaft that connects to the transfer case. I did, however, purchase a companion flange for the AT545 output to mate up with the factory deuce output shaft. I recall the output shaft having a 12" overall length, but 11" if it's compressed. I placed the Cummins 5.9 + Allison AT545 with the output shaft at 11.5" to leave room in either direction for flex.
Sorry I haven't updated my build website in quite a while. I don't normally update the website until that portion of the project is completed.So what did you do? You move the transfer case back? Man my memory is really suffering lately. I did go through your whole build thread again recently.
Wow, that's good information right there. I went ahead and worked a deal with a local fabricator to get the Freightliner intercooler shortened for free. Pics to follow in my build thread.a hood from a gasser would fix all your front end issues, it's about 6.5" longer and wider at the front, not as much taper.
tom
WHAT? What gasser...??? You are not talking about the early M35's, or....?? Tom....., are you OK...??a hood from a gasser would fix all your front end issues, it's about 6.5" longer and wider at the front, not as much taper.
tom
I'll have to go out tomorrow and measure mine. I thought they where the same size !a hood from a gasser would fix all your front end issues, it's about 6.5" longer and wider at the front, not as much taper.
tom
I've driven a bit it parades, in the deuce you can crawl pretty slow with the transfer case in low. Not much clutching is needed if you leave enough space in front of you.My reason for asking, I really like the idea of the multifuel engine. I also like the idea of an automatic transmisson in an truck that will see highway and offroad use. I also know from experience driving my Thing in parades what a pain the clutch becomes.
Thanks,
"G"
Near as I can tell, my gasser hood is the same as the later multi version. The side covers on a gasser are tapered whereas the multi are straight to allow for the taller radiator/ grill.I went out and measured the hood on my 1952 M35 Gasser today. It is the same as my 1988 M35A2C hood. It even has the same tapering to the sides. In my opinion it's identical.
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