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K5runner@hotmail.com

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Discussion starter · #1 ·
Ok so I have the chance to buy this trans, its a 5spd fuller, it looked like (when I spun it) that it has an OD for the 5th. I know that this means that a divorce T-case would need to be used, that is not a problem. Just want to get some info on it before I buy. Like what bellhousing I would need SAE2? Where to get it? Right now my truck (92' dodge) has the bellhousing, starter, and clutch parts from a 94'+ truck. Thanks for your help.

A pic of the tag from the trans.
 

Attachments

Discussion starter · #2 ·
Got some more info:

Model #________FS-4005B
Part #_________TA-678-005194
Partial Unit #___ 678-36
Replacement #__TA-420513

Used as/in and #:
-Eaton_________67836
-GMC__________15610935
-International___4005B94D
-Ford__________9635TA678005194
-Freightliner_____FS4005B5194

Case #_________________4300878
Input shaft #____________239808
Frt Bearing cover #_______239821
Main Shaft_______________23695
Rear Bearing Cover #______4300877
Rear bearing Cover seal #__4300203


Is this trans worth swapping in, to replace mt 4500? I'm still looking but want to know if anybody has any experience with this tranny?
 
#4 ·
Any chance there's enough interest to keep this thread going? I know my 47rh is living on borrowed time in my v10 truck and when it goes I really don't want to deal with any other tranny swaps down the road. So my thought has always been to use an eaton/fuller 5 spd with the sae#2 bellhousing behind it and literally never have to deal with it again. I used to drive a 90 international with an eaton 5 spd and although I don't think it had OD, it did ok on the freeway. It's just a thought for future possibility, but I wonder if its a valid one. Seems I've seen Mr. Mindless's Roadranger swap, but what about a regular MD 5spd swap? Should be simpler no?
 
#6 ·
three60fish said:
Any chance there's enough interest to keep this thread going? I know my 47rh is living on borrowed time in my v10 truck and when it goes I really don't want to deal with any other tranny swaps down the road. So my thought has always been to use an eaton/fuller 5 spd with the sae#2 bellhousing behind it and literally never have to deal with it again.
Click to expand...
Is there an SAE #2 bellhousing that will bolt up to the Chysler V10?
 
#8 ·
Machinos said:
I don't think there'd be anything that'd bolt right up but SAE adapters are basically flat on the side that mounts to the engine, you could probably adapt a MD trans for less than the cost of a new 47rh.
Click to expand...
Thats a lot of custom machine work. Flywheel housing, flexplate, both fully custom made.
Custom throttle linkage.
Massively beefed up cooling system.
No way that is cheaper than a new 47rh:shaking:
 
#9 ·
All the research i've done has stated that anything that bolts to a dodge cummins truck will also bolt to the dodge v10, literally, tranny for tranny with the exception of an automatic where the convertor would not quite be the right stall, etc.

So it seems to me that if you can get it to bolt to a cummins truck, what am i missing that wouldn't allow me to aquire the exact same shit to bolt it to a v10 truck?
 
#12 ·
87manche said:
talk of the cummins using an adapter ring to use the dodge pattern transmissions:

http://www.dieseltruckresource.com/dev/archive/bellhousing-bolt-pattern-t283181.html

so you could take the ring off a 6bt and have SAE #2, but the v10 is native dodge bellhousing.
Click to expand...
Right, so add the ring to the list of other things to do the normal eaton/fuller to a cummins conversion and I should be good to go no? The back of the Cummins and v10 share the same bolt pattern. Idk, maybe I'm smoking something here, but it seems to make sense to me:homer:
 
#13 ·
The Cummins engine block itself doesn't have a flywheel housing cast into it like the V10, it's flat with 6 bosses to bolt on a separate SAE housing. What Dodge does is use their own adapter instead of an SAE adapter, so my guess is that it's correct that any DODGE transmission that works with a V10 will work with a Cummins, but you can bolt up any SAE transmission to a Cummins and not a V10. I'm sure you could still machine something to work but it wouldn't be as simple as finding some junkyard parts.
 
#14 ·
three60fish said:
Right, so add the ring to the list of other things to do the normal eaton/fuller to a cummins conversion and I should be good to go no? The back of the Cummins and v10 share the same bolt pattern. Idk, maybe I'm smoking something here, but it seems to make sense to me:homer:
Click to expand...
The original question from the OP in this thread was how to adapt a large SAE 2 pattern, 5 speed transmission behind his Cummins, out of a second gen dodge truck.


Now here is the low down on adapting the Cummins to other transmissions. The actual rear mounting pattern on the rear of the B Series engine block is actually shaped more in the pattern form of an incandescent light bulb, with the threaded end of the bulb up. This engine block mounting pattern accepts what we frequently call the engine adapter or flywheel housing adapter.

So all in all the OP is going to need a different engine adapter than his truck currently has. The one in his truck uses the dodge patten on the transmission side. The one that he needs adapts the Cummins to a SAE 2, with the mounts integrated. With this you can now run any of the bigger transmissions with the SAE 2 pattern, 13 speed, 18 speed, Allison, ect.

I have all the parts he needs in a 93, 38 foot school bus. I'm just not sure I want to part with them yet.

Nat
 
#16 ·
I get it now, sorry, lapse in brain function and lack of knowledge since i've never actually physically been able to look at the back of a cummins block or a v10 block. You know what happens when you get one of those grand ideas in your head and you just can't see the forest for the trees. Thank you all for the clarification.
 
#17 ·
three60fish said:
I used to drive a 90 international with an eaton 5 spd and although I don't think it had OD, it did ok on the freeway.
Click to expand...
With heavy trucks like that they have the first few gears really deep to get shit moving with a really high ratio axle. The rear end on something like a semi can be something like a 3.73 with the tall tires they use, first will be something like 9:1 and so on. Ends up being that highway speeds in direct drive are possible. Actually it is more efficient to do it this way, less frictional losses being that no power is being transmitted through gears, just direct through the transmission and the countershaft(s) are/is just idling.

Your gas truck probably has low axle gears like 4.10s or 4.56s, a 1st gen cummins dodge with the automatic [basic non overdrive 727] will have something like 3.07s in the axles to get freeway speeds with the low revving cummins motor and no lockup torque converter.

tl;dr, Check out your axle gearing and tire size, you may be able to run a direct drive tranny and get the same speed for your RPMs with a simple gear change.
 
#18 ·
I'm planning on putting a MD 5-speed in my '90 Dodge to replace the 727. I did figure out the ratios and the 1:1 will be just fine... in fact even with the non-lockup 727 it will do at least 80mph.

On that topic I'm still trying to find out anything about MD clutch/pressure plates. I've got a Spicer 5 speed (that was behind a DT466), a flywheel and starter, and SAE2 flywheel housing but I have no idea what kind of clutch I need and that's not the kind of thing you can just grab off the shelf at napa and bring back if it doesn't fit!
 
#19 ·
to all those interested in the bigger transmissions behind a 5.9 cummins. Starting in 94 ford used the 5.9L (and the 8.3L)in its F600-F-700-F800 trucks.
My F700 is a prime example of that.
It has a 5.9L cummins, dual disc spicer 14 inch clutch, and a Eaton-Fuller 6speed.
 
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Discussion starter · #20 ·
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So I found out that the 8406A and the 6406A are both really hard to find used or really expensive new. So other than the Spicer 3053A From the 2.5 tons, What is there that meets my needs;

- Able to handle 450HP/900TQ [a little more than what I make (for now)]
- A has to have a GVWR of at least 20k
- Over drive would be best
- Is available in or can be adapted to an SAE#3

The reason I want overdrive:
I tow and drive my truck empty. So while towing I usually will be around 65 mph, and while empty I like to cruise with traffic 75 mph. So while towing I would like to down shift into a 1:1 for better strength for a pull up a hill. and back to OD to cruise once on top of hill. For better fuel economy and a happier engine (not revving all to hell). And like I said above I drive the truck sometimes to work (LA to San Diego) and I drive to the canyon for a little wheelen. Either way I would like it to be able to cruise and tow. Also I'm not to sure as to what is the lowest gearing still available for the 14 bolt. I'm thinking 3.73's I have heard of 3.42's but I have never seen them.


With my 4.10's and 37's I'm geared perfect for the .75 OD that the 4500 had and with my lockers F/R it doesn't do to bad off road either.


Now I have the room and a divorced 205, so that is not a problem. Driveshafts are fine too. I just need to source an engine adapter plate for an SAE #3, bellhousing, clutch, and a trans. I can mount and build a hyd or manual clutch system.
 
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K5runner@hotmail.com
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