Engine/Transmission (1994 - 1998) 10 speed trans. ??

[BIGNASTY]

I dont know what MACK called them but it was a 14 speed trans. Had so many knobs switches handles that it was easy to get lost on where you were. Terrible PITA

 

[RollOver_Pete]

I had a Mack 12 sp. in this 86 Superliner. Power came from a E9- V8 @ 500hp. If I needed to downshift, it didn't happen until 1100 rpm's... . or a high idle



#ad

 

[NIsaacs]

Nice truck! The best log truck I ever owned was an '83 Superliner with a big cam 3 and 13 spd. With the front axle mounted steering box it drove like a car.



How do you get 12 speeds or do you count the reverse gears? Shift pattern looks like a ten spd. ??



I hauled with some guys that had Macks with the 325 Maxitorque v/8's turned up to 375+ that were hard to keep up with, they had the triple countershaft 5 spd's. They did have valve seat troubles tho.



Nick

 

[RollOver_Pete]

Compound low w/ switch on the dash gave you 2 low gears. You had to come to a complete stop to get into or out of compound low. Oh, you also had 5 reverse gears to choose from :-laf and yes... . you could shift 1-5 and back down.

 

[mwilson]

Compound low w/ switch on the dash gave you 2 low gears. You had to come to a complete stop to get into or out of compound low. Oh, you also had 5 reverse gears to choose from :-laf and yes... . you could shift 1-5 and back down.

Plus 5 speeds for the PTO if I remember correctly... ... .



Mike.

 

[JKeith]

Seams to that a ten speed would be afully heavey.

 

[NIsaacs]

Actually the RT/RTO 510, 610 and 6610 are small considering, I would guess about the weight of the NV5600 at about 360 lbs maybe a little heavier. Dimension wise the 610 is smaller at 27" overall length, 17" wide and from the center of the input shaft to the top of the transmission is only 6", they are very shallow due to the twin side by side counter shafts.



The RT/RTO 910 or 9513 are too heavy for a practical pickup install, they also need a larger SAE bellhousing, Double 00 size I think. Way bigger than the SAE #2 that fits the 610.



Nick

 

[cerberusiam]

they are very shallow due to the twin side by side counter shafts.

Therein lies the problem. It don't fit the existing tunnel without large mods to the floor that really screw with room, or, (shudder) a body lift.

 

[WDixon27]

where would one score a 2 or 3 speed brownie? i have plenty of wheelbase to stab in another box and my 4. 10 gears blow on the highway but i like the stump pulling ability

 

[NIsaacs]

Therein lies the problem. It don't fit the existing tunnel without large mods to the floor that really screw with room, or, (shudder) a body lift.

Yes, see post #4. The transmission is not the problem, size wise, it is the #2 bellhousing that needs the room. It has several different motor mount and starter locations that help, however it will fit a 14" clutch so it's not small. One of the biggest issues with a Dodge conversion is with the side mounted engine mounts. It doesn't match well with the side mounts on the bellhousing. The 10 speed is designed to hang off the bellhousing. I don't think it would work well with deleting the bellhousing mounts and going with a single transmission mount. It needs to have a single point engine mount under the harmonic balancer and use the bellhousing mounts. I never figured two mounts on the engine and two on the bellhousing would work very well, too stiff. My Ford has the single front mount so I wouldn't have that issue but I would have the size problem. Also 4x2 is more simple.



WD, the little Spicer 3-spd. Aux trannys like in my Ford are still laying around, but parts are getting harder to come by. They were used in all sorts of medium duty trucks from the 40's to the mid 60's, then the popular 2spd rear axles made them obsolete.



They come in several ratios. Mine is the 5831C model which has a 27% under and 20% over. Some had two under's and some had two over's. Good little trannys.



Nick

 

[mwilson]

practical

Nick

Who said anything about this being practical... .



Mike.

 

[NIsaacs]

Who said anything about this being practical... .



Mike.

For sure, not me:-laf



If conversion enthusiasts were put off by a difficult task, nothing would get converted. The only items OEM on my Ford, are the cab, frame and rear springs, every thing else is a transplant. I love my spring maxi brake when I set it



Nick

 

[mwilson]

I love my spring maxi brake when I set it



Nick

I gotta' give you a high five on that, some kind of fine... ... ... .



Double points if you have an air dryer that blows off as well... ...



Mike.

 

[JHines]

For sure, not me:-laf



If conversion enthusiasts were put off by a difficult task, nothing would get converted. The only items OEM on my Ford, are the cab, frame and rear springs, every thing else is a transplant. I love my spring maxi brake when I set it



Nick

Nissacs, do you have the spring brake set up to pull on the park brake cable?

 

[cerberusiam]

Yes, see post #4. The transmission is not the problem, size wise, it is the #2 bellhousing that needs the room.

Last time I measured a twin coutershaft trans is not going to fit in the stock tunnel without lifting or modding, too wide. I didn't even mention the bellhousing mounts because thats just part of the problem.



A body lift and fab work clears it, but, still looks like



#ad

 

[Nyoest]

Your right. The luggage rack is a bit much.

 

[NIsaacs]

Nissacs, do you have the spring brake set up to pull on the park brake cable?

Yes, the spring brake (one 5") is mounted to the crossmember above and forward of the rear axle with linkage to both parking brake cables. It works great. I have the air valve mounted through the floor left of the drivers seat (air ride)



Like I said before, the little 610 is only 12" deep, with a radius of 6". It will fit below the floor. The shift linkage is inside the transmission, it does not require a shift tower as such. Once you make room for the bellhousing, the transmission will clear easy. I figure a 2" body lift will clear on my Ford, not sure about a Dodge Intrepid tho.....



Nick

 

[JHines]

Yes, the spring brake (one 5") is mounted to the crossmember above and forward of the rear axle with linkage to both parking brake cables. It works great. I have the air valve mounted through the floor left of the drivers seat (air ride)



Like I said before, the little 610 is only 12" deep, with a radius of 6". It will fit below the floor. The shift linkage is inside the transmission, it does not require a shift tower as such. Once you make room for the bellhousing, the transmission will clear easy. I figure a 2" body lift will clear on my Ford, not sure about a Dodge Intrepid tho.....



Nick

Hey thanks. I've been thinking about using a spring brake on my junk for a while now.
I'm glad to see that someone else has done it successfully,it gives me a little courage to try it myself.

 

[NIsaacs]

Here is a picture of an RT/6610 and some spec's.



425 lbs as pictured, 12" top width, 18" center width, and 37" length from tip of input shaft to center of u-joint yoke, 1. 5" 10 spline input shaft with a counter shaft brake for initial gear selection.



Gear ratios for RTO/6610 (overdrive model) sorry the alignment is off and can't fix it



1st. 2nd. 3rd. 4th. 5th. 6th. 7th. 8th. 9th. 10th. Rev. Lo. Rev. Hi.



7. 17 5. 61 4. 38 3. 42 2. 74 2. 10 1. 64 1. 28 1. 00 0. 80 7. 62 2. 23



Gear ratios for NV5600



1st. /5. 63 2nd. /3. 38 3rd. /2. 04 4th. /1. 39 5th. /1. 00 6th. /0. 73



Nick

 

[JThorsten]

i would like to know, have always wanted to do this in my personal truck