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PTO: As mentioned before, the OEM forward/reverse PTO is not compatible with this transmission. There are two reasons; (1) the drive gear is different and (2) the mounting on the new transmission is deeper. I was actually ramped up to do a hydraulic set-up ala an M939-series truck. However, the...

Gear Shift Lever: I found a Spicer shift lever on eBay that had the adapter collar compatible with the stub lever in the shift tower. However, it was bit longer and had a tighter angle than I needed. At the machine shop, I had it cut down in length to 18” and rethreaded at the tip to ½”-13. I...

Forward Cab Tunnel Modification: The new shift tower sits farther back on the 7-speed. The existing forward cab tunnel can be use by cutting a new 5” hole straight farther back as the two towers are on the same axis. I marked centerlines of the new shift to rear on rear cab tunnel and on the...

The original forward/reverse PTO is not compatible with the new transmission. I had planned to install an M939-series hydraulic system for the winch. I ran into design issues particularly with the hydraulic motor mounting. The motor would have to be mounted farther back in the frame as it will...

I installed the new 7-speed transmission. Due to its longer length, using a transmission jack in addition to a chain hoist makes the job much easier. I wired the clutch release fork lever up to avoid having the release bearing becoming disengaged from the release fork during installation. I...

Spare Tire/Toolbox Rack: Before the transfer case is reinstalled, the spare tire/toolbox rack must be lifted to a higher position. The bottom forward edge of the rack will interfere with the top of the transfer case in its new position. The fix is simple, but you will need a lifting device to...

Midships Driveshaft: The midships driveshaft was cut down 8” and rebalanced at a local driveshaft shop. I reinstalled the driveshaft with all new grade 8 hardware and two new 1710-series u-joints. You will notice the absence of original parking brake drum and actuation hardware.

Shift linkage bracket relocation: Located about equidistant between the transmission and transfer case is the T-shaped bracket spanning the frame width that supports the intermediate pivot points for both the transfer case and PTO shift linkages. This bracket must be moved back to clear the top...

Clutch Release Bearing: The 5-speed transmission was removed along with the clutch pressure plate and disc. The new transmission only comes in a 1 ½” input shaft for a push type clutch. This is limited by the input shaft bearing cover only available in a 1 ½” stem cap. So, the OEM 1 ¾” hub...

The forward fuel tank brackets each had minor modifications in order to accommodate the new transfer case mounting locations… Right: The original lower left bracket mounting hole (red circle) is now behind the transfer case bracket, so for ease of future maintenance I decided to no longer use...

Transfer case bracket relocation: The transfer case brackets were moved back a full 8”. I came to the measurement as follows: The ESO66 is exactly 35” in length from the clutch housing mounting face to where the end yoke washer seats on the output shaft. The end yoke adds 1.875” from the...

The left-side transfer case brackets require the removal of four rivets and two bolts (one on the rear toolbox/air tank bracket and one on the forward fuel tank bracket). My photo shows my custom installed M915 battery box frame bracket. The forward-most bolt is hidden behind the bracket. The...

The first hurdle in this project was to remove the fuel tanks, their mounting brackets, front and midships driveshafts, jackshaft and the transfer case. These are pretty straight forward tasks and are covered in the TM. If you haven’t done it before, be forewarned that that transfer case is a...

Preface: I started this project last year in early January. Due to some design changes and funding issues, it is technically not finished yet as of this posting. The last step, making the winch operational again is still in its final stages. I have researched viable alternatives to the Spicer...

I put in a Spicer ESO66-7B 7 (6+1) speed. It's a big well-involved project and the transmission is over 7 inches longer than the OEM 5-speed. However, the truck is much more drivable. No more 3rd to 4th gear "hole" and a better OD. I've been meaning to post it, but the write up is a mile long...

Glad to be of some assistance.

It's actually 5/8" OD tube which is a 7/8"-14 thread. And, yes, for 1/2" ID hose. It swivels until tightened. Discount Hydraulic Hose or McMaster-Carr Also, if you'd like, I will offer mine to you "pay-it-forward". It is surplus to me, but it is good used serviceable. If so, PM me with your info.

Is this the push-lock fitting you are looking for... I believe it is a 37/45 degree dual seat.

The primer pump o-rings are Brasscraft SC0562 or 3/8" I.D. x 1/2" O.D. x 1/16" wall I eliminated the selector valve and pull fuel to the left tank from the right using a frame mounted transfer pump. I also replaced all the fuel lines with AN fittings and braided nylon/steel hose.

Yes, correct. The winches are the same and will bolt up to either extension set up.