Search results

When you go to install those u joints put a little bit of anti-seize on the outside of those caps. Will help alot when it comes time to replace them. Replacing those on service calls has taken me anywhere from 10 minutes to 3 hours depending on how stuck they are in the yokes.

I've encountered a handful that have damaged the bellhousing/adapter that were run without the rear mount. Most on oilfield winch trucks and 1 on a dump truck. Never on a mostly pavement driven truck. There's a reason the rear mount is there and recommended for use with offroad driven trucks.

Agreed. Not quite a drop in, but much simpler than many people keep making it out to be. Remember the medium/heavy duty truck market is like big legos, it's designed to be mostly interchangeable. The exact opposite of the 1 ton and lighter market where most stuff is unique to each vehicle.

The physically smaller engine that you are using (compared to the Cummins 855 series) allows for the engine and trans to sit further forward, maybe giving you enough clearance to not have to move the tcase at all, won't really know for sure until you do the test fit. Looking forward to watching...

Big cam 400 and road ranger twin countershaft transmission in m819 chassis. Only chassis mod was the front engine cross member. Pic is from this thread http://www.steelsoldiers.com/showthread.php?18915-M819-RECEIVES-NTC400!! Frame rails on these trucks are the industry standard width for...

If the m939 series cab is the same length from front/rear as the m809 series cab then this will give a pretty good idea of where a forward mounted shifter pops up through the floorboard.

For the PTO you might run into clearance issues. If so an option would be to install a PTO angled adapter to rotate it downwards for clearance. Looking more and more like it's a pretty direct swap minus the clutch controls (simplified with hydraulic setup as you mentioned).

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.

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

That bouncing cracks the bellhousing and adapter plate for those running without the rear mount on the transmission. That happens on pavement driven trucks. Those that go offroad it is a necessity.

With the twin countershaft transmissions they require a mount. Most have a single mount going across the top at the rear of the trans (like a leaf spring). There are 2 studs on the top of the transmission, that's what the spring is bolted to. Some others (mostly Mack and some Volvo) use 2 round...

List of the gear ratios, torque rating, length, and PTO speed of Eaton Fuller transmissions. http://www.roadranger.com/rr/ProductsServices/ProductsbyCategory/Transmissions/PCT_486870