No big updates yet. Hope to get the oil pan changed today on my lunch break, and will do rear seal at same time so they can all settle in happily together. Did front seal this morning (this time with correctly sized stock one), and waiting on 8 rib compressor clutch to arrive, removed 10 rib pulley while waiting. A/C compressor is a 40,000 BTU Valeo unit from an MRAP, 24V clutch coil (model TM-21 HD). Both alternator and compressor are 4 bolt direct pad mount to the one piece accessory bracket. The 12v starter, alternator, and A/C compressor got dumped at the scrap yard yesterday. Also waiting for smaller diameter alternator pulley to arrive to kick up idle output and alternator cooling. The 8 rib alternator pulley I had in stock for test is larger diameter than what I typically ship out to customers, but I was out at the moment. Alternator choices were more limited being that my company does not offer 24v 4 bolt pad mount alternators in the US. Will see if I can bring one back on my next trip to Japan in October. Doubt it.
Once the oil pan and rear seal have been changed, I can mount up the engine side flywheel housing, flywheel, and clutch, for good. Then reseal trans input shaft, bolt clutch housing onto trans and then mate trans to engine. Then swap will be nearly ready to occur. I hope to get the clutch pedal installed in the cab prior to the swap so it is plug-and-play.
This engine was/is available in up to 450hp trim level. I am going to remove the ECM and have that calibration flashed into it if available. Currently, the engine ID tag says ISL-350, but it supposedly already has a factory 400hp calibration in it from when the RV was ordered new as that was an option and was done just via a reflash. RPM will likely still be limited to 2200rpm, but the 13 speed is OD, so we should be fine if wanting to go faster (tire rating limited). Power figures are listed as 1250ft-lb and 450hp for the top spec cal (fire trucks). 400hp and 1250ft-lb if I just leave it as-is.