Allison tranny
#273
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Ive never been impressed by with the allison in the dmaxes they lock in 4th gear with boxes on them and they have more to break than a dodge tranny. Id say build your tranny up you have. The built allisons are way expensive.
#274
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built allisons are less than or the same as DTT, ATS, etc.
I have a question about the input needed from the tailshaft of the transfer case. I want to put a 271 in there instead of the 261, but it doesn't have an output thing. can I just have some kind of tone ring machined with X amount of teeth and weld/bolt it to the output or the driveshaft flange?
I have a question about the input needed from the tailshaft of the transfer case. I want to put a 271 in there instead of the 261, but it doesn't have an output thing. can I just have some kind of tone ring machined with X amount of teeth and weld/bolt it to the output or the driveshaft flange?
#276
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well lets see i have a 47re and a allison, without a doubt, i would like the allison behind my 12v. and since this thread came up it really has me thinking about it.
#279
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Just my 2c
AlpineRAM
#280
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I thought the sensor was on the output shaft of the transfer case? if so, that turns the same as the driveshaft and rear end, no matter what range its in. if its on the output shaft of the trans, thats a different story. am I right?
#281
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The transmission output shaft speed sensor is on the tranny. That way the shiftpoints stay consistent regardless of the transfer case gear selected.
On some vehicles the PCM has an input for the transfer case and knows whether it's in LO or HI and interprets the rear axle signal accordingly- these PCMs need to be reprogrammed if you change the transfer case gearing significantly.
AlpineRAM
On some vehicles the PCM has an input for the transfer case and knows whether it's in LO or HI and interprets the rear axle signal accordingly- these PCMs need to be reprogrammed if you change the transfer case gearing significantly.
AlpineRAM
#282
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School bus parts......
If I'm not mistaken the Blue Bird flatnose buses have a 5.9 with an old school 5 speed allison behind them. Built way heavier with a much better gearcase (cast IRON not alluminum). The only pitfalls I can see might be size (?), but mostly weight. Just my two cents
#283
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I've got a 73 carpenter bus , but it has a 3208 Cat , 5 spd. & 2 spd. rev. , not sure it would be worth the swap , one less gear , weight ? , no computer , any ideas ?
#284
2wd allison to 4wd?????
what does it take to make a 2wd allison to a 4wd allison??????? is all it is. is changing the rear tail housing?? or what???
whats the difference in the LCT1000 and the LCT1000RDS
also what stage of upgrade does the RDS one equal????
joe
whats the difference in the LCT1000 and the LCT1000RDS
also what stage of upgrade does the RDS one equal????
joe
#285
RDS means "rugged duty series". The only difference in the 1000's being that the RDS transmissions come with TranSynd from the factory, where as all other 1000's come with Dex III (01-05) or Dex VI (06+)
If you are going to do a transgo I would do a converter at the same time. You have to drop the trans (01-05) anyway to put the transgo in so you might as well do a upgraded converter too. The TransGo will help C2 and C3 from burning up, but it will not stop you from blowing through the stock torque converter.
on 2wd ally's the OSS is on the tailshaft housing and works off a reluctor wheel on the output shaft, same way the turbine speed sensor is set up. On 4wd ally's the OSS is on the output of the transfer case. TCM knows what low range is (2.72) so it calculates it using that multiplier. Im not sure if a NP271/273 would bolt up. The 4wd ally has a 29 spline output.
ben