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[74M35A2]

I still need to study this Peterbilt clutch linkage deal. The rest is a walk in the park. Would be awesome to row 13/18 gears.

 

[Csm Davis]

I just landed a 10 speed Eaton-Fuller, any of you civilian truck nuts know what I would need to hook it to a 8.3L?

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[74M35A2]

For engine connectivity, just a manual trans flywheel, clutch friction disc, pressure plate, and throw out bearing. As long as the pattern is SAE #2.

Is it a wide or narrow trans?

 

[red]

10 speed is usually a twin countershaft transmission. Verify if it's a SAE 1 or 2 bellhousing.

 

[74M35A2]

I have been thinking more about doing this. (if I ever get an m931a2 or m932a2)

I Know I would want either a 9 or 10 speed, but beyond that I am clueless as to what would work best. A low first gear would be great for pulling, and I would only want it to top out at 60-65mph, so at a cruising speed of 55 the engine wont be screaming.

Yes, I am a complete noob to this.

The transmission would have to fit behind an 8.3 cummins..

Derrick, I just acquired a 6 speed single countershaft manual trans, which is hooked to a Cummins 8.3L engine. It is all still together, as I got the engine also. This is a narrow trans, a pinch narrower than the original Allison MT654CR that is in our trucks. PM me if you would be interested in buying it, I am only 20 minutes from you.

 

[Derrickl112]

.

 

[Bandit02]

I remember working at Freightliner all the trans just hung off the back, Kenworths had the little support leaf, Western Star too just they use the bellhousing as the rear engine support.

 

[Lukes_deuce]

Who's going to be the first to throw a 10 speed in a 5 ton and document it? I found a cheap roadranger but have way too many projects as it is. One day....

 

[simp5782]

Who's going to be the first to throw a 10 speed in a 5 ton and document it? I found a cheap roadranger but have way too many projects as it is. One day....

Im going 16spd CAT 7155 behind my 250. No clutch to worry with just air. Lots of air

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[74M35A2]

Challenges are clutch linkage and t-case rotation or lowering or sliding back to lower front prop shaft to clear double countershaft type transmission.

 

[wcuhillbilly]

Challenges are clutch linkage and t-case rotation or lowering or sliding back to lower front prop shaft to clear double countershaft type transmission.

Minor challenges, especially when your dealing with the complexity of a wrecker,,,,,,, Come on, all you whiners with tractors,,, you have open frame rails and can get to most everything... we have extra shafts and strange boxes and a laundry list of "Unobtainium" parts hanging under there....
All kidding aside.. I have a 10spd and a 9513-13spd laying here that Im trying to decide which one to put in the wrecker,,, biggest problem is not having a shop, or level piece of concrete big enough to perform surgery on... Mostly time.. as Im chasing 3 jobs, and the wrecker moves the dozer for one of those jobs.... Time and money,,, If I could get those two to stand still for a moment I might get a hold of em and keep em put...

 

[74M35A2]

May have the clutch linkage solved. Hydraulic is available.

 

[Lukes_deuce]

From what Ive read, most twin counter sunk manuals are similar size to the allison. I know the allison is a big trans to begin with. I would think the easiet way is to mount up the manual trans to the motor and adjust the transfer case location. Then get some custom drive shafts made with popular u joints to link everything up.

 

[Bandit02]

May have to remove and relocate the batteries in the tractors, the shifter probably come up beside the seat.

 

[red]

Shifter location will depend on if you use a forward mounted model or standard. The forward model will be similar to the m809 series trucks (shifter comes up right by the dash). Standard is about 8-10" further back.

 

[Csm Davis]

The best trucks to do this with are going to be the 939A2 versions all of the others are going to be hard to convert because of transfer case placement

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[74M35A2]

I'll post a comparison of the dimensions later today. Current trans is the stock MT654CR, proposed trans is a Fuller RTO-12513 (13 speed w/OD). Vehicle is 925a2. I'm changing the engine to a 2005 400hp 8.9L Cummins ISL, but that is the same externally as the 6CTA8.3 that is in the vehicle now, from a size and bolt pattern perspective.

Only challenge remaining seems to be the front prop shaft. I have heard it just barely touches, but I would like more input from anybody that has ever messed with such. I think choices are to either lower or rotate the t-case so the front prop shaft clears the trans body? It supposedly does not have to move very far in order to do so....?

Jeff, I assume the T-case is mounted forward more in an a2 because of the shorter length of the 8.3L vs the 855?

I still need to see if there is room to mount a hydraulic clutch pedal on the firewall to the left of the brake.

 

[Lukes_deuce]

Im interested in hearing the details on the ISL. Ive heard they are good motors. 400hp and 1200ft is a nice upgrade from the stock CTA. Is your motor a common rail? Any ideas on the wiring and set up on the swap?

 

[gringeltaube]

...........
........ I assume the T-case is mounted forward more in an a2 because of the shorter length of the 8.3L vs the 855?....

According to the parts book and UOCs, the part number for the propeller shaft assembly (TC-to-fwd rear axle) only changes depending on the wheelbase and if it was made by DANA or ROCKWELL.
No changes between V; D & Z-models.

... which makes me think that the T-case always remained in the same position.

 

[74M35A2]

I don't want to clog this thread with a de-rail, I'll do a write-up of the ISL transplant as it proceeds. It should go quick actually, being the same dimensions as the 8.3L. Electronics are nearly all self contained. The ECM is on the engine, hence you only need to supply constant and switched 12/24v power, and then 6 wires from an external accelerator pedal sensor, which Cummins makes easily available as a one piece unit for marine adaptation use, so we can keep stock pedal and linkage. The ISL is kind of more rare and harder to come by vs the 8.3L/ISC. ISL was primarily used in higher load vehicles, mostly fire trucks and motor homes. Yes, mine is common rail, the earlier ones were not. You can use a mechanical injection pump on an ISL, it has easily been done several times. ISL power range is 330-450hp. Only the latest gen is 450hp, as they run an XPI fuel system. Initial was CAPS, which is mechanical injection with an electronic controlled pump. Then came CCR (Cummins Common Rail). A lot of technology upgrades over our base 8.3L, in the same package. 14mm head bolts (runs 37psi boost stock), variable geometry turbo, roller cam/lifters, 24 valve head, factory Jake brake option, 2 piece steel topped pistons (no EGT worries), common rail multi-pulse injection per combustion event, intake grid heater, etc.... ISL is really just a modernized, stroked, 8.3L. 8.9L from 1/3" more stroke, same bore, same basic block, electronically managed. Harder to find and higher priced though also. I lucked out and grabbed mine for $2500, same amount I am selling my stock perfect running 8.3L for.