Gabe32

any allison that you put behind a cummins or dmax for that matter should have a transgo kit put in it which updates the older transmissions and some components of the newer ones.

emerson

Anyone with 12v/Allison daily driver? 12v may be next project.

jwb600

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.

LanceD

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?

jwb600

then go buy a junk dmax

gunracer1

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.

LanceD

do it! and post pics

LanceD

I have another question about the output shaft sensor on the transfer case. if I don't have one, can I tap into the ABS sensor on the rear axle instead?

AlpineRAM

I don't think this would work too well because of the transfer case- if you calibrate it for high range the tranny controller won't see much "output shaft rpm" in low range and will freak out unless you have a controller that has a transfer case gear selector position input and "knows" the ratio for low and high gear.

Just my 2c

AlpineRAM

LanceD

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?

AlpineRAM

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

ckt_santiago

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

John Faughn

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 ?

Racing_Joe66

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

duratothemax

different tailshaft housing

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