Eaton 10 Speed....

[JHumphries]

mwilson:
do you know if that is SAE #1 or 2?

 

[mwilson]

mwilson:

do you know if that is SAE #1 or 2?

SAE #2 housing.



Mike.

 

[MMiller]

I've been starting to toy with the idea of a 7 speed spicer ESO66-7B(synchronized), for putting in my 2wd dually.



1st 7. 48

2nd 4. 43

3rd 2. 76

4th 1. 90

5th 1. 34

6th 1. 00

7th . 74



It should be live behind a modded Cummins in a trailer puller, plus have closer shifts and should be stronger then the NV5600/g56s. It requires no air to split also, and I would hope it would need less floor pan modifications to fit. I've thought about the 10 speed, but then my wife could not drive it no matter what. The 7 speed she could drive. If I got too tired on the way home, the wife could finish the trip with it. No dice with the 10 speed. I put about 100,000 on and F650 with 250 hp/660 tq Cat, and 7 speed, with no problems. Plus it would shift nicely without the clutch as any 10 speed I've driven.



Michael

 

[JHumphries]

I like those ratios.
The idea of a simpler install is also nice.
Of course, just to complicate things, the 3 speed spicer aux would probably bolt up pretty easy!
7th gear plus overdrive would be some nice unloaded cruising.

 

[HHhuntitall]

Humm, 370's would be good, wonder what the under would be? One of the biggest issues would be the need for a drive line E-brake, but that could be done.



No hijack's done, it is a 10-speed thread I addressed the size in the other running 10-speed thread. I think you are looking at a larger 10-speed. I posted a picture and sizes of the 6610.



Nick

Hmm, I'm sure the one I've got is larger, considering it's behind a 425 Detroit 60 series... But the engine adapter won't be much smaller... I'd think you'd still need a good body lift to clear the bottom of the cab..... e-brake could be done... just a PITA... One thing I hate about the old Chevy's!!!#@$%!

 

[HHhuntitall]

SAE #2 housing.



Mike.

Sorry Mike, I guess I kinda volunteered you there... . But maybe you could offer to sell and ship it? Might help you with your sales!!!

 

[NIsaacs]

Hmm, I'm sure the one I've got is larger, considering it's behind a 425 Detroit 60 series... But the engine adapter won't be much smaller... I'd think you'd still need a good body lift to clear the bottom of the cab..... e-brake could be done... just a PITA... One thing I hate about the old Chevy's!!!#@$%!

Yes, I would guess it has an RT14610 with an SAE#0 bellhousing, they are both huge. The #0 has a inside machined surface diameter of 25 1/2" and overall diameter is 28" and uses a 15. 5" twin disc Spicer clutch.



The SAE#2 is 17 5/8" inside and 19 1/4 overall.



The Spicer 7 spd would also be an awesome upgrade, however I am sure it would require the SAE#2 also, not that that is all bad



Nick

 

[JHumphries]

Does anybody know what to do about hydraylics for running the #2 clutch?
I've noticed some transmissions can come in push or pull, which just makes things even more complicated.

 

[HHhuntitall]

I thought you guys would find this interesting..... NV5600 CONVERSION



Part numbers and all... ...

 

[mwilson]

I thought you guys would find this interesting..... NV5600 CONVERSION



Part numbers and all... ...

Wowzer!!!



Nice find, they put a lot of effort into that.



Mike.

 

[Nyoest]

Just how in the Sam Hell do you break THREE 5600's and not buy a bigger truck? It's cool but dang.

 

[Bill Stockard]

Just how in the Sam Hell do you break THREE 5600's and not buy a bigger truck? It's cool but dang.

They probably spent more than the cost of a good used medium duty truck. Instead they have an expensive cobbled together light duty truck.



Bill

 

[HHhuntitall]

They probably spent more than the cost of a good used medium duty truck. Instead they have an expensive cobbled together light duty truck.



Bill

I'm Inot so sure I'd call it cobbled... . but to break three trannies... yeah, they're hard on stuff. Or never check oil... . I thought it looked like a neat mod. But yeah, a good med. duty truck would be where I'd have looked, too.....

 

[Paychk]

Heavy hauling? Sounds like they kept up w/ maintenance.

NV5600 to FSO6406A 6 speed Fuller - Dodge Cummins Diesel Forum

 

[MMiller]

I don't know guys. Theres a 24 valve in my shop right now, single wheel standard cab with Edge Attitude and an NV4500. He bought it with a bad clutch, put in a 400 hp single disk. 12 months later the truck came to a rest along the edge of the road with the center of the clutch ripped out. We then put a South bend Dual disk in it, and 14 months later the input shaft failed. Now we are putting another clutch, big input shaft, new output shaft and countershaftcluster. This is a daily driven farm truck that hauls hay and cattle, and the old guy shifts is smooth.



My brother's truck we could not keep the Nv4500 5th gear nut tight. When the single disk clutch center came apart, he upgraded to at Dual disk and a G56 as nv5600 parts were scarce. We have since pulled and repaired it 3 times and the last time it it ruined the output shaft welding a synchro together. They all got regular service, good oil changes. A mildly tweaked Cummins that gets worked is hard on transmissions.



I can keep a Getrag together pretty well, but if you search my name in here, I've had mine apart a bunch. Its been apart once or twice that I have not posted on here. If you call Zumbrota Bearing and Gear about a reman transmission they will only warranty it for 6 months if you have a dually, or if you use your single wheel pulling trailers on a farm.



I don't need a medium duty truck to haul what I haul. I don't want a medium duty truck to haul what I haul. I do however want a manual transmission with good ratios that will stay together behind a good running 5. 9.

 

[HHhuntitall]

I'm not sure I'd agree... I see a lot of clutches, too, but if you ever ride with the customer, after they get good and comfortable, they'll start showing their bad habits..... Dad and I have never torn up any clutch that bad unless we were racing or playing in the mud. We've certainly slipped a few from power mods, and we've had some just plain wear out, but never broken a clutch disk from hauling heavy. I'd think that's a sign of abuse, but that's JMHO. Now the transmission bearings? Yeah, I see those a lot. They just can't take the abuse of the little B motor hammering away. The 4500 input shaft really just isn't big enough, too. But the NV5600 seems to hold up pretty well with the proper oils. Yes, they need a refresh about 100-150k, and that's pretty annoying... . but they don't have oil coolers, either... . something we need to work on... . I'm curious to see if the IH transmission will hold up any better with these folks. I'm not convinced the transmission is their issue.....



But let me add that however I feel can't take away how cool their custom mods are..... I love that American Ingenuity!! (well, when it works right, anyway!!)

 

[NIsaacs]

. I don't need a medium duty truck to haul what I haul. I don't want a medium duty truck to haul what I haul. I do however want a manual transmission with good ratios that will stay together behind a good running 5. 9.

I agree, and I have addressed this fairly extensively in the G-56 oil thread in the 3rd gen section. The 5spd 12. 3" clutch never has been strong enough. The physical size restricts the hub size/strength. The 1 3/8" should be a minimum input size for the Cummins with a 1. 5" even better.



I also think that the lower gears are not whats hard on the hub. With the gear reduction of the lower gears it is rare to use full power. The higher gears (direct and over) are what tax the hub with full power input.



I used the Ford in my sig. for off highway use in the log woods with heavy loads and adverse conditions, so I know what farmers and ranchers deal with. They buy trucks to use.



Nick