anyone ever swapped in a fuller 7 or 10 speed behind their powerstroke or 7.3 turbo? If you have any information email me please
madkins@tcac.net

Here's what Charlie Aarons told me a while back:

The Fuller FS-5306A and similar midrange gearboxes fit SAE#2 and #1 bellhousings. Any engine that has industrial or midrange applications may have available SAE numbered flywheels, flywheel housings, etc. For example it may be possible to bolt a Navistar piece to the back of a 7.3 or Powerstroke and it certainly possible to do so to a Cummins 4 or 6B. Use Google search engine and check out "FSO-8209A". It's a synchro 9 spd, 9th = 0.75, 1st = 9.45, steps about 1.37 to 1.40, 335 lb. It works with SAE#1 or #2.

The Eaton 6spds go behind an SAE#2 flywheel housing only.

thanks for the info, ill pass it along to mark. I know he is swapping in a f450 rear and was wanting some more gears. so the tranny you posted about is a 9 speed?
thanks

Yeah, that's a 9-spd. I thought Charlie would have seen this thread by now, but I guess not. You might try PM'ing him -- Charles Aarons is his username.

The Navistar T444E can be gotten with 5, 6, 7 and 9 spds in Navistar midrange trucks. I am NOT sure if the T444E block is drilled differently than the Ford/Powerstroke block. If not, then it's possible. If I had my choice and was mounting the motor in a pickup, I'd pick the FSO-8209A. Torque capacity 820 ft-lb, 1st 9.45, 9th 0.75. All synchro.
Charlie

thanks for all the info guys! here is the whole scoop, the swap is going into a 99 crew cab 2wd. so would you say the he may be better off swaping engines and trannies? just for ease?

2WD makes it easier - no transfer case adaptation problems. Might as well stick with the Powerstroke IMHO.
Charlie

clemens,
I have a Clark 280VO (5.98/3.50/1.86/1.00/0.80/5.04R) that was formerly in a Ford F600 dump with 4WD. It used a divorced NP205. It has a very large stickout shaft and looks like a big block Ford truck engine B.H. pattern. It weighs 235 lbs. Do you know anything about this trans.? It's just too big for my CJ8, so it's for sale. Seems to be in wonderful shape. I guess I'll stick with the NP435.
regards, as always, jefe

Wow! I have a 280VO in my M37 behind a Hercules diesel. Post it for sale on www.dodgepowerwagon.com and www.bigelectric.com. The Power Wagon/M37 guys are always looking for OD 5spds to help out with 5.83 gears.
It really isn't too big for a Jeep. It's "only" 200 lb. Mine has a PTO and hydraulic pump on it, I estimate it's 260 lb.
Charlie

'Not to hyjack someone's post, but does anyuone know if there's a way to mate a NP205 to a clark 5spd? I'm not into the divorced transfer case thang.;)

There is a similar post going on in www.Ford-Diesel.com in the '99 and up Engine and Drivetrain forum.



JP

You're talking about the thread re Eaton vs. ZF 6spd.? The problem the guy neglects to mention is that you need an SAE#2 flywheel housing to use Eaton gearboxes. It's big (almost 20" OD) and doesn't taper = probable surgery on sheetmetal. Plus the tranny "to have" IMHO is the FSO8209A. A 9 spd, only 340 lb, just 2" longer than the Eaton 6spds, 9th = 0.75, 8th direct, 1st 9.45, 1.37-1.40 steps in between, all synchro.
As far as a NP205 to a Clark, if there was an adapter, I'd own it. My NP200 behind my Clark in my M37 is divorced. I'm working on putting NP200 guts into a TH400 NP205 so as to have offset rear output and be able to mate a Wagoner Ford divorced NP203 grb (gear reduction box) with 3.6 gears in it. The hybrid NP200/203/205 case will be divorced from the Clark.
Charlie