Leaking Gear Oil at Bellhousing 73 Chevy 4x4
Scholioso
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- #one
Alright guys. This question stems from my 96 chevy k3500 12v cummins swap. Correct now I'thousand running a 4l80e behind it & its handling it, merely I'thousand prepping for the future. I desire to swap a 6 speed ally in information technology.
Looking online, I found a company called Howard's conversions that will allow me to adapt the ally to the cummins. It utilizes the dodge automated adapter plate, flexplate, & starter. This is benign to me for a few reasons.
ane) as of right now, the 4l80e adapter plate locates the starter to the passenger side. This makes exhaust clearance extremely tight. The dodge automatics have the starter on the driver side. This frees up space for the exhaust
ii) the engine sits closer to the passenger side frame rail than the driver side correct now. Again, the dodge adapter plate locates the starter to the driver side where there is enough of wasted space as of now.
3) it's cheaper than other adapter plates
4) since I would be using a dodge starter & flexplate, parts arent custom, & therefore much cheaper if I needed to supersede them as compared to buying a custom adapter plate, custom flex plate, etc
And then with all this, my biggest business concern is size as space is relatively limited. I'm not familiar with sae bellhousing sizes. I'chiliad curious to know if the sae #3 bellhousing is bigger than the GM bellhousing? Does anyone by risk know? Cheers for the help!
- Staff
- #two
If you're going to run an sae #three, but get an allison from a 4500/5500 kodiak or other medium duty truck, and run the Cummins sae #3 parts.
Scholioso
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Is the allison out of those the same model? Those are more than work trucks & towing vehicles over go fast pigs correct? If they are dissimilar models, can they be modified to hold proficient power? I'll definitely look into getting one out of those trucks tho
- Staff
- #iv
The allison in the 4500/5500 kodiak was almost identical. About the just existent difference betwixt s GM allison thou and the other 1000's is GM used a smaller C5 piston in there version for the pickups, other than that they're the same and so long equally you lot don't become a 2000 series.
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Ok. So theres a guy local to me selling an allison 2200 pts. Looking at the specs online, they all look identical to a thou. He said that it was in a autobus which had a duramax in it? Doesnt make much sense to me since it has a sae#three adapter on it, merely I dont know the medium duty stuff so he could be legit or he could exist lying. He said he picked up the motor & trans together & information technology was bolted to a duramax. It'south a 2wd setup with a parking brake on the driveshaft.
Serial number:
6310851122
Thoughts?
- #half-dozen
The medium duty Allison's run the SAE housing and a dissimilar C5 assembly for the larger yoke. And the but deviation between a 1000 and 2000 are the gear ratios. I do conversions at work. I run a medium duty operation system in the TCM with a TPS sensor to control them. Gear ratios can exist changed with EFI live. And then you lot can have any combination of allisons and arrive work tuning whise. I used parts off a 2000 to convert a 1000 to medium duty on a f800 projection. I swapped out the 545 considering the compounds where to much for that transmission.
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Oh ok. So this 2200 pts sounds like it'due south what I demand. Online says theres no pto on these? Which is ok. I tin live without it. Would have been cool to mount an air pump on information technology & take on lath air tho.
Either fashion, I still have some questions:
1) how do I verify if this trans has a park pawl or not?
2) how does the parking brake on the driveshaft work?
3) how difficult would it exist to convert this trans to a 4wd?
four) how much bigger is the sae3 bellhousing compared to the standard gm?
v) what tcm practice ya'll recommend?
My chummins is running skilful with the 4l80e, simply I think I cut a seal when installing the torque converter. Shes been puking tranny fluid everywhere & I can't pinpoint the source. If I accept to remove the trans once more, I'd rather just swap it for this ally.
- #eight
I would discover a 4wd allison m from a Chevy and swap to the SAE bellhousing. The other options are finding a 2000 and swapping the c5 and tail housing to 4wd.
I should clarify a v speed allison can exist gear up to run as a standalone transmission. All you demand to do is run a medium duty operating system on the five speed TCM. Then add three wires for a TPS sensor. A 6 speed allison will require a PCS controller to make it work.
Allison 2000s don't take a parking paw. The 1000s practise. So if information technology has the big yoke and then no park paw. That all in the C5. Thats the divergence between the 2 and why the gear ratios are different. The parking restriction on the drive shaft is and auto park system found on alot of RVs. I would just get a parking manus allison. Save your cocky the extra work.
- #9
The f800 I did had a 12v in information technology. The bellhouing adapter, flywheel and flywheel spacer bolted right upward from the 545. Nosotros made a barracks spacer to handle the torque from the built 12v though.
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Here's why I was wondering if information technology does or doesnt accept a park pawl. Hopefully these screenshots are expert & clear for ya'll.
On the second page it says the 2200 series have a parking pawl? If information technology has 1, I think I might go selection it up. He said he would let information technology go for $600. Can't really vanquish that price. That's torque converter, adapter plate from duramax to sae3, flexplate, etc.
I
- #11
I forgot the 2200 does have a park paw. Only you will need to get the internal parts and tail housing to convert information technology to 4wd.
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I wonder how hard that would exist to find. The cheapest sae iii housing I tin can find is effectually $200. So the price of a 6 speed around $1500 plus the bellhousing puts me at $1700. Whereas this one is $600, that gives me an $1100 buffer to find the parts to make it 4wd. If that's all I have to change, I think it could exist worth it.
Looking at those pictures I attached earlier, the gear ratios appear to be the same as an allison 1000. And if information technology was behind a duramax to begin with, I see no reason why it wouldn't be.
- #13
That $600 trans is worth it. You lot can utilise the bellhousing , torque converter, and spacer. You lot just need the adapter and flywheel for the Cummins to work with it.
As far as the 4wd conversion. The 2wd allison has the output speed sensor in the tail shaft. The 4wd version has it in the transfer instance. So the easiest way is to get a 4wd allison m tail shaft housing, c5 utilise piston, tail shaft and p3 planetary. That will convert it to 4wd. And then you can run the gm transfer instance with the right 40 molar tone wheel. That will go on the TCM happy.
Depending on what planetary the 2200 uses y'all might have to change your gear ratios with efi alive in your TCM. I don't remember what the tail end of those apply every bit far as parts.
- #14
Sad I missed the part y'all said most the gear ratios. If they are the same the p3 should be the aforementioned then. You might only demand the 4wd tail shaft and non the whole planetary.
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Idk if they are. I'one thousand going to call Allison tomorrow & run across what they say. Cuz if they are, and so I recall I'm set. I think with the $1100 savings difference, I can possibly observe the 4wd parts & maybe even rebuild it. Going to call a few different transmission rebuilds effectually here & run into about getting the 4wd tail housing & output shaft.
Exercise ya'll think that torque converter would exist okay to run? I guess information technology has a stall ratio of 1.73. Heres the allison decoding from which I'grand cross referencing with the attached screenshots from higher up.
- #16
Download a copy of the ATSG allison manual. It will tell you everything y'all need to know about the gear ratios and internal parts. I have a newspaper dorsum copy I refer to on rebuilds a trouble shooting bug.
Allison's are extremely easy to rebuild. Only demand a few tools to practise information technology. I would contact suncoast near a rebuild kit and converter. All Allison'southward share the aforementioned p1 and p2. The p3 is what changes the gear ratio between the two. If the 2200 has a park paw and the same ratio as a thousand then they should share the same planetary. If that's the case that's probably the best trans to get for your swap. The ATSG manual should have that info in information technology. Mines at work at the moment or I'd bank check.
- Staff
- #17
This is not true about the 6 speeds. Theres several 6 speeds running effectually with a tps hooked up to the a40 running a gm calibration working fine. In the absenteeism of the high speed lan point, it volition default to the difficult wired tps.
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Then from what I sympathize, to run a half dozen speed trans as a standalone, I need an A40 TCM & wiring harness? Anything else? Volition information technology demand a custom tune? The 12v cummins has a TPS on the injection pump already then hopefully I can make that work. I was really hoping to use my BW 4401 T-case with the allison, but it sounds like I wont be able to do that since the allison is a 29 spline & the 4401 tcase is a 32 spline? And as far as I know, there aren't 32 spline output shafts for Allison's that I'g aware of.
- #19
Good to know about the vi speeds. Thank you for the info.
You demand the correct TPS voltage input to the TCM. I always use the manufactory allison TPS on the few I've washed. Merely if your Cummins sensor can exist a adapted to give the correct closed and WOT voltage values it tin can work.
Again 4wd Allison's have the output speed sensor in the transfer instance. It'due south a 40 tooth tone wheel. You must requite the TCM the correct wave pattern for information technology to be happy. Other wise information technology volition go into limp in mode. The correct GM transfer case is the way to go in my opinion.
- Staff
- #20
To my noesis they all used the ALLISON TPS for the 6 speeds. I believe they used the 8.1L melody in the A40 TCM for them since information technology used J1850 and J1939 instead of just GM high speed LAN. There is somebody making 32 spline output shafts for the ALLISON to get in easier to run the np205 transfer example for right mitt drops since the 29 spline input is so hard to find for them. I don't call back who it was, simply I seen information technology on the duramax engine swap group on facebook.
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