Attention: TDR Forum Junkies 
I know, I know I'm really slow.
Just picked up the transmission from the shop this afternoon. It's a 518 Auto that's been converted to a lock up convertor. The convertor is a HD Diesel unit from HUGHES Convertors in Phoenix that is set up for about a 1500 RPM stall with 275 HP input. HD clutch pack, steel bands and all kinds of neat stuff in the transmission. Planning on just simple toggle switches to engage the overdrive and torque convertor. All plans pointing towards an exhaust brake in the future, just don't know which might be better, the BD Brake or the Pacbrake?
The transfercase situation has been an education or at least interesting. I wanted to use an NP205 all gear, no chain unit(after removing the C6 and the 1356 TC from the Ford), but the dodge 205 comes out on the wrong side for the front driveshaft to hook up. So here was the fun part, especially being that I could find absolutely no one that could tell me if this would work or not. I came up with a Ford 205 from a divorced application and totally dismantled both the Ford and Dodge units. I found that ALL of the Dodge gears(which are reported stronger that their Ford counterparts), shafts, bearings and seals fit the Ford Divorced Case perfectly. I did have to use the Ford shift rails though. The Dodge shift forks are identical to the Ford. Whew! What a relief! I did have a little problem with the Transfercase to transmission adapter. It hung down below the Ford case in the area of 2 out ouf 3 bolts. No problem, just built a mounting plate for those 2 holes off of the PTO cover with a small gusset to boot (there is no oil in this area). Also, I did have to drill and tap several new holes where the adapter housing bolts to the transfercase. Again, no problem. Just remember to use the Ford speedometer housing and gears as the Dodge stuff Is just opposite and would turn the speedo in the opposite direction.
I will have to contact the speedometer shop to build a convertor box to mate the '87 Ford speedometer cable and Cruise control wires to the early Ford 205(at least this is the plan). This will also enable me to calibrate the speedo with much greater ease.
Now with several of these problems out of the way and the gas engine fuel pumps removed from the fuel tanks (extension pickup tubes also added) I can move on to setting the Cummins/518OD into the engine bay this weekend. Then its on to the radiator, intercooler and wiring stuff.
If anyone has any particular requests for pictures please feel free to ask. No problem to point the camera in that direction. I'll try to get a bunch of photo's of stuff along the way.
Or, any suggestions, feel free again.
Dennis Webster
(backroad)
Just picked up the transmission from the shop this afternoon. It's a 518 Auto that's been converted to a lock up convertor. The convertor is a HD Diesel unit from HUGHES Convertors in Phoenix that is set up for about a 1500 RPM stall with 275 HP input. HD clutch pack, steel bands and all kinds of neat stuff in the transmission. Planning on just simple toggle switches to engage the overdrive and torque convertor. All plans pointing towards an exhaust brake in the future, just don't know which might be better, the BD Brake or the Pacbrake?
The transfercase situation has been an education or at least interesting. I wanted to use an NP205 all gear, no chain unit(after removing the C6 and the 1356 TC from the Ford), but the dodge 205 comes out on the wrong side for the front driveshaft to hook up. So here was the fun part, especially being that I could find absolutely no one that could tell me if this would work or not. I came up with a Ford 205 from a divorced application and totally dismantled both the Ford and Dodge units. I found that ALL of the Dodge gears(which are reported stronger that their Ford counterparts), shafts, bearings and seals fit the Ford Divorced Case perfectly. I did have to use the Ford shift rails though. The Dodge shift forks are identical to the Ford. Whew! What a relief! I did have a little problem with the Transfercase to transmission adapter. It hung down below the Ford case in the area of 2 out ouf 3 bolts. No problem, just built a mounting plate for those 2 holes off of the PTO cover with a small gusset to boot (there is no oil in this area). Also, I did have to drill and tap several new holes where the adapter housing bolts to the transfercase. Again, no problem. Just remember to use the Ford speedometer housing and gears as the Dodge stuff Is just opposite and would turn the speedo in the opposite direction.
I will have to contact the speedometer shop to build a convertor box to mate the '87 Ford speedometer cable and Cruise control wires to the early Ford 205(at least this is the plan). This will also enable me to calibrate the speedo with much greater ease.
Now with several of these problems out of the way and the gas engine fuel pumps removed from the fuel tanks (extension pickup tubes also added) I can move on to setting the Cummins/518OD into the engine bay this weekend. Then its on to the radiator, intercooler and wiring stuff.
If anyone has any particular requests for pictures please feel free to ask. No problem to point the camera in that direction. I'll try to get a bunch of photo's of stuff along the way.
Or, any suggestions, feel free again.
Dennis Webster
(backroad)
