rockwell question

If anyone is looking for gears for a F106, Zumbrota gear in Minnesota sells them. I baught some 5:38's for a 106 I had this spring. I think they were only $289 or something too. They had a lot on hand and even had the kit to replace the ring gear rivets/hucks for bolts.
 
DISTURBED said:
Here is the link to my myspace were there are some pics of the carnage of the 106 http://www.myspace.com/disturbed_motorsports
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I see you used a motor plate inbetween the bellhousing and the engine, what did you do to the stock motor mounts? Did you replace them with solid mounts? Also, how thick is that motor plate behind the engine? Did you machine the bellhousing adapter on the engine to make up the difference of the motor plate?

-Tom
 
I did away with the stock motor mounts the front of the engine is supported off a cross member we welded in with two pieces that bolt to the side of the engine,its three bolt holes on both sides of the front of the engine. The motor plate i made out 1/4 aluminum, i took it, the stock backing plate, and the bellhousing to the machine shop, had them measure the motor plate and had that much machined off the stock backing plate so all the tolerances would still be the same i didnt want to machine the bellhousing because there is limited meat there as it is backing plate is alot thicker. Very simple and easy to do plus it makes removing the engine a breeze i can do it with front off the truck in 20 min by myself, i posted a pic on myspace of the front of the motor i would put it on here but the pic is to big.
 
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Thanks for the info, I was looking at using the front of the engine as well for the front motor mounts instead of the stock location. One more question, when setting up the reverser, does it need to be completely parallel to the drop box? Or can it be leaned back like a stock configuration?

-Tom
 
strokersmoker said:
is your 106 built and what am i looking at price to run a hevier axel like one of them?
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H172 rockwell.....alot stronger

Tcolesanti said:
Yeah, I was wondering if my clutch would fit in a can, and it sounds like it won't, so I will probably run a 5 speed bellhousing into a reverser.

-Tom
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so is it the adapter plate or bell housing that wont work.......ever thought about a adapter plate off a 8.3 cummins if it would fit, i think they can take a bigger flywheels......im not sure......i know the 5 ton trucks we got over here with the 8.3 got some pretty good flywheels in them.......i just swapped one but i never measured it.......ill have to ask one of the other guys.......i know the bolt pattern on the adapter is for the big 5/6/7 speed allisons.......


and how much bigger is an 8.3 than a 5.9......i dont have a 5.9 to compare them to right now........what is their bore/stroke/rod length differences.......
 
Tom most I have seen, including mine, are paralell with drop box there is no universal in the intermediate shaft, that bad boy is spinning at what ever RPM's your turning hence the full shielding requirment.

BBD
 
BigBadDodge said:
Tom most I have seen, including mine, are paralell with drop box there is no universal in the intermediate shaft, that bad boy is spinning at what ever RPM's your turning hence the full shielding requirment.

BBD
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yeah Scott there would be no way i would want u-joint caps wizzing that fast, that close to me.......plus it just takes one more variable out the equation not having them........
 
LOGANSTANFORTH said:
H172 rockwell.....alot stronger



so is it the adapter plate or bell housing that wont work.......ever thought about a adapter plate off a 8.3 cummins if it would fit, i think they can take a bigger flywheels......im not sure......i know the 5 ton trucks we got over here with the 8.3 got some pretty good flywheels in them.......i just swapped one but i never measured it.......ill have to ask one of the other guys.......i know the bolt pattern on the adapter is for the big 5/6/7 speed allisons.......


and how much bigger is an 8.3 than a 5.9......i dont have a 5.9 to compare them to right now........what is their bore/stroke/rod length differences.......
Click to expand...



It sounds like the problem is the ProBell bellhousings are not big enough in diameter to house a 2 or 3 disc clutch unless its a crower or similar unit, which has a smaller overall diameter.

-Tom
 
LOGANSTANFORTH said:
yeah Scott there would be no way i would want u-joint caps wizzing that fast, that close to me.......plus it just takes one more variable out the equation not having them........
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I have a driveshaft with universals joints between the reverser and dropbox and have had no problems, getting everything dead straight was very hard (5/16 over 40" is as close as i could get) so i went the driveshaft way it is however covered by a piece of 1/4" well case the complete length of it is , i felt it safer to run the drivshaft because of flex in the frame over that distance would eventually wipe out the splines in the slip shafts.
 
Tcolesanti said:
It sounds like the problem is the ProBell bellhousings are not big enough in diameter to house a 2 or 3 disc clutch unless its a crower or similar unit, which has a smaller overall diameter.

-Tom
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i dont understand why someone like Dan or Van dont make one..........they got the money, tools, and resources to make them and they know it would sell........cause i would sure as heck have one if i was running a clutch.......my truck is an auto and mine i will be building a thick metal shield for around the top of the tranny and running a blanket with a diaper underneath......ive seen people lose toes in race cars from flywheels coming apart and i know of one gas truck that had a converter come through the bell housing, blanket, floorboard, dash then the windshield.........it clipped his wrist and hurt it pretty good.......

DISTURBED said:
I have a driveshaft with universals joints between the reverser and dropbox and have had no problems, getting everything dead straight was very hard (5/16 over 40" is as close as i could get) so i went the driveshaft way it is however covered by a piece of 1/4" well case the complete length of it is , i felt it safer to run the drivshaft because of flex in the frame over that distance would eventually wipe out the splines in the slip shafts.
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i can see that.......especially with a factory dodge frame that isnt braced......


oh and how in the hell do you get out of that truck when its in the enclosed trailer????????
 
I go out the window, im not a small person but can get out normally, or i have the boy that helps me steer it up in the trailer, he is alot smaller than i am
 
yeah, i knew you werent small by any means but the heck with that......not worth my time.....now a rear sliding window is easy but not the door......
 
Yeah I guess I can see that with the flex of the stock frame.

Not to de-rail the thread but do you have any pics of the trailer?

BBD
 
LOGANSTANFORTH said:
H172 rockwell.....alot stronger



so is it the adapter plate or bell housing that wont work.......ever thought about a adapter plate off a 8.3 cummins if it would fit, i think they can take a bigger flywheels......im not sure......i know the 5 ton trucks we got over here with the 8.3 got some pretty good flywheels in them.......i just swapped one but i never measured it.......ill have to ask one of the other guys.......i know the bolt pattern on the adapter is for the big 5/6/7 speed allisons.......


and how much bigger is an 8.3 than a 5.9......i dont have a 5.9 to compare them to right now........what is their bore/stroke/rod length differences.......
Click to expand...

This may not help, but they did build a SAE 2 style engine bell housing for the 5.9's. These are found in heavy duty ford louisville trucks with big heavy duty transmissions. I have seen them in concrete trucks mainly. I have a friend that ran one in his 2wd puller and used a 5252a spicer trans with a custom crower dual disc clutch.
 
i think we use the SAE 1 bell housing cause the flexplate had a 1 stamped on it.......i aint sure.......
 
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