Dodge 3/4 CTD and Allison 1000 PICS

[Brayden]

Here's some pics from my latest project. It's a 95 EC LB 4x4 Minor motor work, and an Allison 1000 series. More details to follow.



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[Brayden]

A few more... .



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[pwerwagn]

Now thats what Im talking about :-laf

I seen pics of one other conversion like that, I think done by PDR???

so, are you usin the chev x-case or adapting the 241?

 

[Brayden]

The PDR conversion is an Allison MT, which is an older hydraulic controls trans. 4 speed no overdrive, but has a lockup convertor. This is an Allison 1000 series electronically controlled 5 speed w/ lockup. I plan on using either a 29 spline input gear in a ford NP205 or using a ford NP205 divorced. The latter will be true for now until I get all the details worked out on the adapters.



For those that were following my S10 build up, it's on hold for now, the customer's trucks come first



Please send email to -- email address removed -- if you have any questions regarding a swap of your own, I have figured out just about every combo with the allison and cummins, so feel free to write.



Thanks,



Brayden Fleece

Owner FPE LLC

 

[KYLE4]

is the allison any better than a built chrysler transmission??? do you upgrade coils for all that extra weight

 

[Brayden]

A built Chrysler vs. the Allison.



The Allison is only as weak as the clutches that are in it. The convertors are a bit soft, but much much better than a 47r. I wish I would've taken a picture of them side by side. The smallest shaft in the 1000 series is bigger than the biggest shaft in the 47r I replaced.



Another point, the allison has 5 speeds, 6 if you work some valve body magic.



You shouldn't have to worry about the shafts, sprags, sun shells and other hard parts in a transmission. You won't have to worry about any hard parts in the allison.



Plus, it's a very smart transmission. The grade braking software is unparalleled. Not to mention it's great potential for those wanting to add PTO accessories or integrate it into a work/commercial type vehicle.



I believe it's a great alternative to a built chrysler transmission, which IMO won't last half as long as a built Allison.



Thanks,



Brayden

 

[ndurbin]

Thats pretty sweet! Probably works great towing with an extra gear or two and the grade braking software. On mine I like to keep it around 2000 rpms when towing but thats impossible to do in OD (75 mph w/ 3. 54 gears) and with the OD off it's only about 50-55 mph. That is going to be an awesome set-up.



Nathan

 

[Will24]

Nicest part with the allison is the ability to do a complete teardown with clutch replacement in less than 2 hours, taking your time! 15 minutes with a 3/8" air gun will have one gutted on a bench!



-Will

Allison WT Warranty Certified

 

[Brayden]

VERY TRUE Will. .



Best Trans in the world to work on. Makes everything else no fun to work on.



Plus just seeing how beefy they are inside just makes you feel are warm & fuzzy.



Ndurbin



Thanks for the compliments, I'm just trying to give people options.



I do have a drivetrain in the works that will utilize a 0. 5:1 overdrive in addition to the Allison 0. 71:1 overdrive. This should be great for a nicely built cummins that loves to lug into the 1500 rpm range.



Stay tuned,



Brayden

 

[SLinse]

Sweet! You guys are killing my bank account! lol



How do the electronics work using an allison behind the cummins? Does it have it's own brain, or are they part of the engine software?



I guess I better start looking for one.

 

[Will24]

Allison WT series uses a standalone trans control module. It connects to the vehicle through the VIM (Vehicle Interface Module), essentially a fuse box, and the Allison supplied VIW (vehicle interface wiring) The trans is usually connected to communicate with teh engine over a J1939 interface.





-Will

 

[oldbusguy]

nice pics did you have to cut floor pan looks like a great install i put a at545 in my 250 jack

 

[bgilbert]

That was a Baldwin oil filter and not a Fram wasn't it? I'd sure hope so... .

 

[Brayden]

Yeah I think it is a fram. I don't think he's aware of the fram dangers.



There is NO cutting of the floorpan involved in this installation. There is about an inch on all sides, and room for a 4" downpipe.



Allison 1K/2K/2400 series trannies have their own motorola based TCM (Trans Control Module) It has two connectors, red and grey. One is for VIW Vehicle Interface Wiring, and the other is the trans harness for Main Trans connector and speed sensors and NSBU connector. The VIW is where you connect switched and constant power, various serial communication buss' and control TCM I/O's.



I'll snap a pic of the TCM. . I've already reached 80% of my bandwidth alotment for the month though, so I might have to do something different.



Thanks for the compliments,



Brayden

 

[JUeckert]

A built Chrysler vs. the Allison.



The Allison is only as weak as the clutches that are in it. The convertors are a bit soft, but much much better than a 47r. I wish I would've taken a picture of them side by side. The smallest shaft in the 1000 series is bigger than the biggest shaft in the 47r I replaced.



Another point, the allison has 5 speeds, 6 if you work some valve body magic.



You shouldn't have to worry about the shafts, sprags, sun shells and other hard parts in a transmission. You won't have to worry about any hard parts in the allison.



Plus, it's a very smart transmission. The grade braking software is unparalleled. Not to mention it's great potential for those wanting to add PTO accessories or integrate it into a work/commercial type vehicle.



I believe it's a great alternative to a built chrysler transmission, which IMO won't last half as long as a built Allison.



Thanks,



Brayden

careful brayden,there are some folks that wont believe that comparrison asesment,i aint one of them... .

 

[Brayden]

Please explain which of the statements that you "aint buying".



I'd like to keep this discussion fact based. I realize that you can't win everyone. I'm fine with that. I'd like to invite you to drive a vehicle with an cummins/Allison trans side by side with a dodge cummins/47R automatic and feel the difference for yourself.



That said,



The shafts, planetaries, sun gears, drive hubs etc are all larger and stronger than those of the 47R.



One of the main upgrades to the 47R is the shafts. A pair of billet shafts (input/output) will cost you 1500. 00 in parts alone. Nobody offers shafts for the Allison yet because they really aren't a weak point. I'm not saying that you can't break the 1000 series shafts but I'd venture to say it's more than 50% stronger than a factory 47R shaft.



I have no mechanical data for the shafts etc. , this is all by size comparison, but Allison has a reputation of overbuilding their units. It is a good problem to have in such a harsh industry.

 

[Will24]

Brayden, I think he was agreein with you... .





-Will

 

[Brayden]

Oh well in that case and sorry

 

[JUeckert]

yes,i was agreeing! and yes i also have a 5. 9 and a allision combo,difference is,mines out of a school bus. now all i have to do is figure out how to shoe horn it in a 96 chevy one ton,when thats done,find a way to add some sort of od unit,if there is such a thing... .

 

[Cooker]

I'm curious how you can find another gear with some VB work?????