Allison transmission on a Dodge RAm
11-25-2004, 02:01 AM
#16
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Holy edit*, 600lb allison transmission, thats insane. A Eaton Fuller transmission weighs about that much and that comes in Big Rigs.
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11-25-2004, 09:55 PM
#17
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umm why on earth would u want that wimpy allison 1000 series tranny in there??? its only rated for 590 foot pounds of torque anyhow its extremely expensive to maintain !!!!! the cummins needs one of the 3000 series allsion trannies. its just a name!! like a cadillac sounds real nice "oooooh he got a caddy" but it has tons of trouble
get a custom made tranny and u'll still have money left over..
plus u dont wanna tell ur dodge friends u have a GM associated product in there do ya???
get a custom made tranny and u'll still have money left over..
plus u dont wanna tell ur dodge friends u have a GM associated product in there do ya???
11-25-2004, 10:13 PM
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you could by a bd tranny with a 100,000 mile warranty and a lifetime warranty on a billet torque convertor for less than that. The Allison will not handle high power just like all the rest of the trannys but one of these built trannys will. Allisons need upgrades as well. If you are decided on a allison there might be a problem with software you would probably need a seperate ecu to control it
11-26-2004, 01:47 AM
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amen to that...if u really want an allison then just go to ur big rig bone yard and get one out of a gmc top kick or whatever look inside the rig or bus...if u dont see a stick shift then it could have an allison and they'll give it to ya for a couple hundred...but the allsions are full of computer issues and electronics...its anightmare
get a DTT tranny or call up david goerend they'll get u stuff for a fraction of the price
get a DTT tranny or call up david goerend they'll get u stuff for a fraction of the price
03-24-2005, 06:56 PM
#23
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Well I disagree with all the posts that says it cannot be done. Cummins ISB + Allison transmission is done commercially for some companies.
The one I was interested is on a Freightliner MT55 Fedex delivery van.
It has a Cummins ISB-02 185 with an Allison 2400 transmission.
Only neg issue is adapter to tranfer case, which I believe is same as 1000 on GM trucks, and the output of motor is only 200hp it will need "pumped up" a little, but it's the newer version of the 5.9 ISB.
I decided to go with a good ol' standard 47RE, but if somebody is interested in the combo above, it will sell for approx 6,500, but you will get the whole van (2004 Freightliner M55)
Check Freightliner web site for more details.
The one I was interested is on a Freightliner MT55 Fedex delivery van.
It has a Cummins ISB-02 185 with an Allison 2400 transmission.
Only neg issue is adapter to tranfer case, which I believe is same as 1000 on GM trucks, and the output of motor is only 200hp it will need "pumped up" a little, but it's the newer version of the 5.9 ISB.
I decided to go with a good ol' standard 47RE, but if somebody is interested in the combo above, it will sell for approx 6,500, but you will get the whole van (2004 Freightliner M55)
Check Freightliner web site for more details.
03-24-2005, 07:06 PM
#24
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Originally posted by Valv
Well I disagree with all the posts that says it cannot be done. Cummins ISB + Allison transmission is done commercially for some companies.
The one I was interested is on a Freightliner MT55 Fedex delivery van.
It has a Cummins ISB-02 185 with an Allison 2400 transmission.
Only neg issue is adapter to tranfer case, which I believe is same as 1000 on GM trucks, and the output of motor is only 200hp it will need "pumped up" a little, but it's the newer version of the 5.9 ISB.
I decided to go with a good ol' standard 47RE, but if somebody is interested in the combo above, it will sell for approx 6,500, but you will get the whole van (2004 Freightliner M55)
Check Freightliner web site for more details.
Well I disagree with all the posts that says it cannot be done. Cummins ISB + Allison transmission is done commercially for some companies.
The one I was interested is on a Freightliner MT55 Fedex delivery van.
It has a Cummins ISB-02 185 with an Allison 2400 transmission.
Only neg issue is adapter to tranfer case, which I believe is same as 1000 on GM trucks, and the output of motor is only 200hp it will need "pumped up" a little, but it's the newer version of the 5.9 ISB.
I decided to go with a good ol' standard 47RE, but if somebody is interested in the combo above, it will sell for approx 6,500, but you will get the whole van (2004 Freightliner M55)
Check Freightliner web site for more details.
03-24-2005, 10:17 PM
#25
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Originally posted by Kyle Graham
Check out bd-power.com they offer a 100k warranty nobody else doe's
Check out bd-power.com they offer a 100k warranty nobody else doe's
And unlike some things I've read about BD, Dave stands behind his product without question. I know this for a fact. First hand.
Will BD overnight 140#'s worth of parts and their own personal tools? On their dime? Will anyone from BD spend 4 hours on their personal cell phone, from a family function, on a Saturday, walking a customer through repairs so the truck can be back on the road by Monday?
Dave does......
Will BD send out a new valve body, free of charge, because the tech on the other end of the phone doesn't like the way the present one shifts, based on the customer's description?
Dave will.....
03-24-2005, 11:33 PM
#26
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Originally posted by RCW
I currently have a 2004 4X4 Ford Excursion with a modified QSB5.9 marine engine and the Allison 3200 TRV equipped with a retarder.
There are some real issues to deal with when converting the Cummins to an Allison. The Allison weighs 625 lbs, holds 29 quarts of oil, and is only rated to handle 370 horses without MAJOR upgrades. The Ford body had to be lifted 2.35" to clear the transmission housing, and the suspension another 4.5" to keep the sump out of harms way, and then a NP205 cast iron transfer case had to be installed for the four wheel drive (so it is noisy).
The other problem with the 6 speed Allison is the limitation on engine rpm. The Allison is only rated for a max of 2,800 rpm, and the QSB spins up to 4,000. So, spinning the transmission up where I need it presented another set of opportunities (costs).
I have converted 12 valve Cummins powered Dodges to the 4 speed 5XX, 6XX, and 7XX series Allison transmissions, but again there are transmission hump problems, and the Dodge body is a real pain to lift above the frame to gain the needed clearance. On the Dodge, the other opportunity of challenge is that of where to put the exhaust. The SAE adaptor needed to mate the transmission to the engine places the rear motor mounts on each side of the bellhousing. So, exhaust routing is a real problem. Those transmissions easily handle 3500 rpm, so are not as limiting as the newer 6 speeds.
I currently have a 2004 4X4 Ford Excursion with a modified QSB5.9 marine engine and the Allison 3200 TRV equipped with a retarder.
There are some real issues to deal with when converting the Cummins to an Allison. The Allison weighs 625 lbs, holds 29 quarts of oil, and is only rated to handle 370 horses without MAJOR upgrades. The Ford body had to be lifted 2.35" to clear the transmission housing, and the suspension another 4.5" to keep the sump out of harms way, and then a NP205 cast iron transfer case had to be installed for the four wheel drive (so it is noisy).
The other problem with the 6 speed Allison is the limitation on engine rpm. The Allison is only rated for a max of 2,800 rpm, and the QSB spins up to 4,000. So, spinning the transmission up where I need it presented another set of opportunities (costs).
I have converted 12 valve Cummins powered Dodges to the 4 speed 5XX, 6XX, and 7XX series Allison transmissions, but again there are transmission hump problems, and the Dodge body is a real pain to lift above the frame to gain the needed clearance. On the Dodge, the other opportunity of challenge is that of where to put the exhaust. The SAE adaptor needed to mate the transmission to the engine places the rear motor mounts on each side of the bellhousing. So, exhaust routing is a real problem. Those transmissions easily handle 3500 rpm, so are not as limiting as the newer 6 speeds.
Can you elaborate more on the conversion you did?? I would like to hear some more info. Maybe some pics too???
PM me for an email addy...
Justin
PS the Allison has the advantage of gearing. You can get a program from allison to make a 5 speed 1000 to have 6 forward gears.
Thats why the Dmax's are so fast at the track. Even with less HP then us guys.
