2008 F350 Cummins swap - 03 CR and Allison 1000

No defuel is what killed your p2 planet. The 3-4 shift needs to be smooth on an Allison (all the shifts, really), but after a certain power level it needs billet parts anyway. And stock gm programming will shift when locked, this is also another reason for defueled shifts.

i agree but was to cheap to spend the money on the billet p2, i was buying complete rotating assembly's off ebay for 300.. 800 bucks later now I'm good.

so you had a stage 5 ppe kit installed and it didn't hold 600hp? was your trans tune altered at all? it didn't need to be I'm just asking. that kit should hold 600hp without a problem, sucks you had issues. I'm not saying the Allison is the end all of transmission but it has a lot to offer with the low 1st gear and electronic adjustability of lockup and shift mph.
 
No it wasn't a stage 5 kit, but even the higher friction count (7) in the stage 5 isn't a lot better. It will hold power on a Dyno or towing in one gear. But like I said, the thin steels in the c3 pack along with the factory style lube slots can only handle so much shifting / heat. My c3 pack had 6 frictions.
 
Today we finished swapping the input shaft for the ford transfer case to mate to the allison. Also had to install a tone wheel on the input shaft for a speed sensor in the tailhousing of the transmission.

Our schedule got set back a bit - had to order a different set of engine mounts from destroked. The set we have is from auto world for a 99-07 superduty. I was hoping they might work but looking at the frame with engine out it will be better to use the destroked ones and utilize the factory isolators.
 

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I saw the painless wiring kit, are you going with the destroked/DCS tach adapter?

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biggy238 said:
I saw the painless wiring kit, are you going with the destroked/DCS tach adapter?

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Click to expand...

Yes. The tach kit is from destroked.

Haven't got too much further on this. The engine is sitting in the chassis now. Almost done mocking up the exhaust.

Clearance is pretty tight against the firewall with the coolant bypass coming out of the back of the head. Just that extra inch makes a big difference.

Next big step is making all the fan shrounds work together somehow. Then we get to start on the wiring.
 
Clearance is pretty tight against the firewall with the coolant bypass coming out of the back of the head. Just that extra inch makes a big difference.
Click to expand...

I have been curious about this. The DCS mounts I got are adjustable, so I'm hoping they will help clear the cab.

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This is the back of the head. The coolant bypass kits that work with the freeze plug would probably work fine. Our allison adapter is in the way of that... this elbow sticks out 1.5 inches and is still pretty close to touching the factory sound insulation on the cab. Thats with the engine all the way forward in the mounts.

Running any aftermarket fittings for fuel return is tough too.

On a positive note with the allison and the ford transfer case the driveshafts fit without modification.
74c70fb3d3b999ccbba6fba5ae7c3014.jpg
 
Very nice looking swap.I have a 1000 6 sp on my truck for awhile haven't had any problems with it at all .your going to be happy with the Allison. I would give mine up for anything.

Dale
 
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