Roadranger in 4x4?
08-22-2005, 12:51 PM
#16
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Hey, great idea! I have a good friend who is a lineman, and up here I believe they would have 4x4 trucks. Thanks for the tip!
Haulin',
I mentioned to Red that the best place to find affordable non-OD transmissions are the "old time" type truck boneyards. The kinds of places where a 70 year old guy has acres of old trucks stashed out behind his truck and has never used a computer in his life. In my state I can think of at least 5 of those right off, and between my father and friends who have owned older medium and heavy trucks, I bet we could come up with another 10. Those are the places to find the cheap transmissions, although they would most likely need at least a few new seals from sitting around a while.
Jim
Haulin',
I mentioned to Red that the best place to find affordable non-OD transmissions are the "old time" type truck boneyards. The kinds of places where a 70 year old guy has acres of old trucks stashed out behind his truck and has never used a computer in his life. In my state I can think of at least 5 of those right off, and between my father and friends who have owned older medium and heavy trucks, I bet we could come up with another 10. Those are the places to find the cheap transmissions, although they would most likely need at least a few new seals from sitting around a while.
Jim
08-22-2005, 05:47 PM
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Jim : I had some free time today so i take the car to make a trip to this ole boneyards, but i find only one, went there and they had a 9 speed spicer, he wanted 2500$ 
Unbelieveable.. I think that i will have to make a trip to New Hampshire.. 
Marc/
Unbelieveable.. I think that i will have to make a trip to New Hampshire.. Marc/
08-22-2005, 06:24 PM
#18
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You might even try an old faithful that is now a dinosaur, worth 300 or so. The old early '70s ten speed that was used on Cummins 250 and the like. They are bulletproof, a little heavier, flip to overdrive with no added parts, ie freebe, just labor and maybe an endplay spacer. They are a little heavier than the 600, think they were RT910. I would like to find a RTO913 for mine, quite a bit heavier, but the smoothest shifting trans ever made with no clutch. Also real easy to make into RTOO913.
If you consider one of them, make sure you can fit the engine adaptor for the RR bell and you will have to dig up the parts for the push clutch instead of a pull clutch. In the bell housing there are two sets of clutch release holes, one set is for the push clutch and the other set that will be used in the original installation is the pull clutch. The disk would have to come from a rebuilder for the right input shaft hub, quite large. But if anyhing breaks, it won't be the trans
Actually you may want to remember, the 600 series was designed for 600 fp torque, the 6600 for 660 and so on. So the 900 series is a little over kill but in the proper range. And after installing the stock six speed a couple of times, I'm not so sure how much heavier they really are then the six speed. Any of them for hauling is a big chunk of iron.
Most do not have a front seal and you would only worry about the rear seal. As long as the gears are not chipped, the only thing that goes wrong with them is the four countershaft bearings, the input and output bearing. The hi lo range clutch is rather sensitive and on a old one you would probably have to put new o rings in the air shift system. Needs to be cleaned anyway, and new regulator is a good idea, I always do replace that.
I would never leave a junk yard with a RR trans without pulling the top cover. You can see all the front box gears and especialy look at the condition of the input shaft gear for chipping or stripping. If the couthershaft bearings get warn, the input shaft can actually jump like a loose chain drive. The rest of the stuff is not expensive unless you happen to get one with the rear box gears messed up, no usual.
If you consider one of them, make sure you can fit the engine adaptor for the RR bell and you will have to dig up the parts for the push clutch instead of a pull clutch. In the bell housing there are two sets of clutch release holes, one set is for the push clutch and the other set that will be used in the original installation is the pull clutch. The disk would have to come from a rebuilder for the right input shaft hub, quite large. But if anyhing breaks, it won't be the trans
Actually you may want to remember, the 600 series was designed for 600 fp torque, the 6600 for 660 and so on. So the 900 series is a little over kill but in the proper range. And after installing the stock six speed a couple of times, I'm not so sure how much heavier they really are then the six speed. Any of them for hauling is a big chunk of iron.
Most do not have a front seal and you would only worry about the rear seal. As long as the gears are not chipped, the only thing that goes wrong with them is the four countershaft bearings, the input and output bearing. The hi lo range clutch is rather sensitive and on a old one you would probably have to put new o rings in the air shift system. Needs to be cleaned anyway, and new regulator is a good idea, I always do replace that.
I would never leave a junk yard with a RR trans without pulling the top cover. You can see all the front box gears and especialy look at the condition of the input shaft gear for chipping or stripping. If the couthershaft bearings get warn, the input shaft can actually jump like a loose chain drive. The rest of the stuff is not expensive unless you happen to get one with the rear box gears messed up, no usual.
08-23-2005, 12:29 PM
#20
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Perkins that is good info thanks. See the 13 speed uses the full size rear box and brings the weight up. Have a question for you, the rto 6610, how does it shift, any problem clutchless? Did you do the gear reverse or did you get it that way?
Also I think if you go back and look the 2500 rpm is the power take off output speed. Looked at that site and that is what I got out of it.
On the choice of models, if you can get by with 250 pounds extra weight, the larger trans can be used effectively. The 6613 and 613 just has a deep reduction that you really don't need, the larger 13 speed (913) has the full splitter rear box for more ratios. They split at 1/2 gear as opposed to the non splitter trans.
Also I think if you go back and look the 2500 rpm is the power take off output speed. Looked at that site and that is what I got out of it.
On the choice of models, if you can get by with 250 pounds extra weight, the larger trans can be used effectively. The 6613 and 613 just has a deep reduction that you really don't need, the larger 13 speed (913) has the full splitter rear box for more ratios. They split at 1/2 gear as opposed to the non splitter trans.
08-23-2005, 12:46 PM
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Great info on the weights! For my truck the weight wouldn't be a problem. I have a standard cab, so the extra weight of the 900 series wouldn't be any more weight than having an extended cab or quad cab truck or an extra passenger. Definately not a problem for our trucks. I could understand it being an issue for someone with a 1-ton dump who wouldn't want to take away from their payload capacity, but for someone who tows it wouldn't be as much of an issue.
Perkins, awesome pair of blue-ovals you have there! I'm not usually a Ford guy, at least not stock ones, but you sure have those set up great. I don't care what brand they are when they look like that!
Jim
Perkins, awesome pair of blue-ovals you have there! I'm not usually a Ford guy, at least not stock ones, but you sure have those set up great. I don't care what brand they are when they look like that!
Jim
08-23-2005, 01:21 PM
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My 75ford has the rto6610 in it I always shift it clutchles 500rpm split each gear aprox.my good freind Keven owns the 99 ford picterd in my gallery.It has aRTO610 in it .The 610 does shift easer.To make the 6610 and the 610 to RTO.s you have to buy a kit to change over.can not just turn gears around.
RT6610 1] 8.94 2]7.00 3]5.46 4]4.26 5]3.42 6]2.61 7]2.05 8]1.60 9] 1.25 10] 1.00
RTO6610 1]7.17 2]5.61 3]4.38 4]3.42 5]2.74 6]2.10 7]1.64 8]1.28 9]1.00 10].80
RTO reverse High 7.62 low 2.23
RT reverse high 9.50 low 2.78
Dale
RT6610 1] 8.94 2]7.00 3]5.46 4]4.26 5]3.42 6]2.61 7]2.05 8]1.60 9] 1.25 10] 1.00
RTO6610 1]7.17 2]5.61 3]4.38 4]3.42 5]2.74 6]2.10 7]1.64 8]1.28 9]1.00 10].80
RTO reverse High 7.62 low 2.23
RT reverse high 9.50 low 2.78
Dale
08-23-2005, 01:32 PM
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In my case it looks like I wouldn't really need the OD. As I mentioned above, with larger tires I would get almost the overall gearing I would have with OD, and the lower low gear would be helpful if I can't find a heavy duty t-case with a low range. With 8.94 low gear, I could use a 1-speed t-case without a problem. I don't do heavy off road, so I really don't need much of a low gear. 8.94 would be great.
You guys are coming up with some great info.
Jim
You guys are coming up with some great info.
Jim
08-23-2005, 02:34 PM
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Dale,
Do you have any pictures of either of those trucks showing the transmission? I'm curious how it fits up under them. Or if you have any other links, pics, etc. of one of these transmissions in a 3/4 or 1-ton truck.
Jim
Do you have any pictures of either of those trucks showing the transmission? I'm curious how it fits up under them. Or if you have any other links, pics, etc. of one of these transmissions in a 3/4 or 1-ton truck.
Jim
08-23-2005, 04:14 PM
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http://www.diesel-central.com/photog...26Cat4%5FID%3D
I,ll get some more. these are some old pictures
Dale
I,ll get some more. these are some old pictures
Dale
08-23-2005, 05:15 PM
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Originally posted by Forrest Nearing
you're way overthinking this... put an NV5600 in it and throw some fuel at it... 3.54's will work great!
you're way overthinking this... put an NV5600 in it and throw some fuel at it... 3.54's will work great!
Marc/
08-23-2005, 05:57 PM
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Not to mention that in my case I don't have $2000+ to spend on the tranny alone (not to mention clutch, hydraulics, and other parts). With careful scavenging I should be able to do the Rt610 for the neighborhood of $1000, and get back some of that by selling my auto. I have fabrication skills and connections that would make this far cheaper for me than for most people.
When I did the 4-speed swap in my old Wagoneer everyone swore it would cost me a couple grand for all the adapters, etc. I did the transmission, t-case, and both axles for under $100 and less than a week of labor. Of course the Dodge would be a bigger project, but I have the ability to get it done right and relatively quickly, as long as I do enough research first.
These other guys also seem to have the ability, and tons of knowledge of the parts to know what they are getting into.
Jim
When I did the 4-speed swap in my old Wagoneer everyone swore it would cost me a couple grand for all the adapters, etc. I did the transmission, t-case, and both axles for under $100 and less than a week of labor. Of course the Dodge would be a bigger project, but I have the ability to get it done right and relatively quickly, as long as I do enough research first.
These other guys also seem to have the ability, and tons of knowledge of the parts to know what they are getting into.
Jim