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View Full Version : How To: Allison 1000 Swap Using OE Parts


swamp_ratt
08-09-2011, 05:02 PM
Please make this a sticky!

Here is what to do! You will need to find a t444e that had an auto trans behind it. You will need to grab the flywheel housing, starter, SAE2 to SAE1 adapter ring, flexplate, hub spacer, torque conveter plate and lock ring. Of course all bolts with such pieces will need to be retained. You can buy all of this on ebay for around 600 or less total, but going to your local junkyard is much cheeper. I picked all this up for 40 bucks! Install all onto your motor after removing the original psd aluminum trans spacer.

However i have not yet been able to confirm if the allison 1000 torque converter will bolt to the plate in this setup. If not it would be easy enough to make a new one. Will know possibly this weekend! This setup however does utilize an allison at545 so i cant see it being much different if at all.

On your allison 1000 series transmission remove and sell the OE gm bellhousing and go buy an OE allison 2000 SAE bellhousing. A new one can be had off ebay for about 100 bucks! Bolt the SAE allison 2000 bellhousing to your allison 1000! They use the exact same case so no modifications needed! Bolt up to your motor and go!

For 4x4 applications either figure out how to wire in an electronic transfer case gear selector, try to find a manual shift transfer case that bolts to the allison, or go divorced. I myself am going divorced np205.

The wiring is a little bit different story. PPE makes a stand-alone harness but does NOT advertise it. Tune you tcm with efi live or leave in stock form!

Here are the pics of the required pieces needed from the t444e! Yes it has to be a t444e and not an idi model! I do not have a picture on hand of an allison 2000 SAE bellhousing but you get the idea! Enjoy!

Sent from my EVO using Tapatalk! Snootchie Bootchies

weareweird69
08-09-2011, 05:26 PM
I dont know if that thing would fit between the frame rails, and its freaking heavy, I have one sitting here, its going to scrap unless someone wants it.

swamp_ratt
08-09-2011, 05:31 PM
Inside of frame rails is 34.5 inches at back of motor. Flywheel housing with engine mounts on is 30 inches. Nice way to have more mounts holding the motor. Work great for dropping trannies. Wont need to support back of motor. And yes... freakin heavy!

weareweird69
08-09-2011, 05:35 PM
That works then lol And yes, it takes two people to move it without a sore back. haha

swamp_ratt
08-09-2011, 06:08 PM
For those of you doing this in your pickup please understand you will either need a body lift, or, if you are like me and hate body lifts, will need to do floor pan/firewall modifications to get this set up to fit. You could always use a t444e block and use the front motor mount on those, remove engine cross member and set the motor and trans lower in your frame

Hotrodtractor
08-17-2011, 08:40 AM
Why are you going to all the trouble to swap in an Allison 1000 transmission - just to put a divorced NP205 Tcase behind it? Going to a NP261/263 out of a Chevy would be a cakewalk and be stronger - and even better yet going to an NP271/273 out of a Ford or a Dodge is not that much more difficult considering it just takes the correct input shaft (the one from a manual trans Dodge if IIRC...), adding a speed sensor to the output of the trans/input of the tcase, and elongating one mounting hole.

I do agree the Allison is a much better trans for daily driving, towing, and even sled pulling than the E4OD/4R100 - now I better put my flame suit on and be prepared to justify myself with two words: Gear ratios.

swamp_ratt
08-17-2011, 11:10 AM
Is a np261/263 manual shift? The only reason i was thinking np205 was because id rather not play with wiring up the shift selector for the electronics. Not that i cant, just really dont feel like it as well as dont feel like finding a place to put the shift selector

Hotrodtractor
08-17-2011, 11:15 AM
Is a np261/263 manual shift? The only reason i was thinking np205 was because id rather not play with wiring up the shift selector for the electronics. Not that i cant, just really dont feel like it as well as dont feel like finding a place to put the shift selector

The NP261 is the manual shift tcase that comes in the Chevy's with the Allison transmission. The NP263 is electronic shift. The NP271 is the manual tcase that comes in the Fords (Superduties) and Dodges (Not sure exactly when they started until present...). The NP273 is the electronic version.

The NP261 is literally a complete bolt on ordeal because that is what was attached to the Allison from the factory in its 4x4 configuration. Swapping a 2wd to a 4wd is a rear case and output on the Allison.

swamp_ratt
08-17-2011, 01:49 PM
Ok. I never knew a manual t-case came behind the ally. Yeah i know whats different between the 2 and 4 wheel applications on the ally. Thanks for the info though

swamp_ratt
08-31-2011, 05:43 PM
Note, this same idea will work for the cummins as long as you have all the oe parts used to put the at545 behind the cummins

slowngreen
09-01-2011, 09:05 PM
Sorry this is prolly a dumb question, but what is the benefit of doing this?

swamp_ratt
09-01-2011, 09:25 PM
To have an allison behind your 7.3 using oe parts rather than the 1500 dollar parts from destroked. That and some people want the allison. It gets a bad rep from from crappy tuners like edge or bully dog, but in truth properly tuned will hold quite large numbers. I had mine last 80k miles of straight abuse stock behind an lbz that put 1409 tq and 837 hp to the ground. This abuse consisted of drag racing, sled pulling, burnouts and harsh towing. When i got rid a the truck the trans shifted like new. The torque converter was a different story though. Who can complain about that kind of tolerance?

slowngreen
09-01-2011, 09:41 PM
Oh right on. I guess if an allison can handle 100hp over stock (duramax), then thats pretty big hp numbers to get the 7.3 up to without worry...Isnt it?

fatsix
09-15-2011, 08:20 AM
Any updates?

fatsix
09-15-2011, 08:57 AM
http://cgi.ebay.com/ebaymotors/INTERNATIONAL-T444E-7-3-AUTO-FLYWHEEL-FLYWHEEL-FLEX-/330417152041?pt=Motors_Car_Truck_Parts_Accessories&hash=item4cee65a029

lincolnlocker
09-15-2011, 09:10 AM
Why are you going to all the trouble to swap in an Allison 1000 transmission - just to put a divorced NP205 Tcase behind it? Going to a NP261/263 out of a Chevy would be a cakewalk and be stronger - and even better yet going to an NP271/273 out of a Ford or a Dodge is not that much more difficult considering it just takes the correct input shaft (the one from a manual trans Dodge if IIRC...), adding a speed sensor to the output of the trans/input of the tcase, and elongating one mounting hole.

I do agree the Allison is a much better trans for daily driving, towing, and even sled pulling than the E4OD/4R100 - now I better put my flame suit on and be prepared to justify myself with two words: Gear ratios.

6sp rite?

swamp_ratt
06-04-2012, 05:50 PM
Alright guys, a little update. I went to my local Allison dealer and bought this bell housing as I am going to run a gm duramax allIso. Behind my dt360 using the original dt flywheel housing. The part number for the bell housing is 001AT29547463 and I recommend a new gasket part number 001AT29536478. I'll post a few pics when its in the truck!

swamp_ratt
06-04-2012, 05:53 PM
Oh yeah, price on the bell housing is 236 dollars and the gasket is 12 bucks. Beats buying the custom adapters from destroked!!

Hotrodtractor
06-04-2012, 06:08 PM
?

I thought you were putting a Duramax in this truck? Like already had it in and mounted?

lincolnlocker
06-04-2012, 10:16 PM
he changes his mind more then most people change their underwear.

Dzlnut
06-05-2012, 06:04 AM
Interesting.

marine5811
10-25-2012, 01:29 PM
Any updates on this?

swamp_ratt
10-25-2012, 09:58 PM
I know I haven't posted pictures yet, honestly forgot about this thread. But here are some pics of the Allison 1000 behind my dt360. By changing the bellhousing and nothing else, the Trans bolted right up the dt360. It will do the same on the t444e flywheel housing as well as the cummins and all other dt series engines. Will on smaller detroits, cats, Perkins and more!

10736

10737

10738

10739

mortal798
11-04-2012, 05:54 AM
Cool! The mount locations and driveshaft length the same?

fat-fingered from my EPIC 4G

swamp_ratt
11-04-2012, 05:59 AM
Cool! The mount locations and driveshaft length the same?

fat-fingered from my EPIC 4G

Nowhere near. Gm tcase has different yokes and ujoints

mortal798
11-04-2012, 06:41 AM
But easy to get a couple of shafts made up. How's it drive?

fat-fingered from my EPIC 4G

swamp_ratt
11-04-2012, 07:16 AM
Yeah, I'll be paying 800 for both my shafts capable of 1500hp. Truck is still being built

swamp_ratt
11-04-2012, 07:17 AM
Also by the new setup, my rear shaft will end up a 5 inch 1 piece aluminum. No more crappy 2 piece steel! My transfer case output is less than 1 foot away from the carrier bearing bracket on the crossmember. So I can get away with a 1 piece at 78 1/2 inch long drive shaft I think was my measurement. That's too long for steel so aluminum is what's needed. Price also includes new slip yoke for the tcase output

co04cobra
11-04-2012, 07:41 AM
Is that a built allison? I still can not see the point in this swap. You will still have to spend some good coin on the allison to get it to withstand more then 500hp. And if you are going to all the trouble to put in a dt360 why would you only want 500hp?


Not bashing on the build just trying to see the light at the end of this tunnel. Do they make an adpater to put the 4r/E4 behind the dt360?

swamp_ratt
11-04-2012, 07:45 AM
Nope, 100% stock allison. Ill build it later down the road. No adapters for dodge trannys. Why would you want one a them Junkers anyway? And my dt360 will be 800+. But this thread is just to shed light on how to put an allison behind a 7.3 or 5.9 cummins or 6.0 Perkins or small detroits and cats. Since the dt360 uses mostly the exact same parts as the t444e (7.3) it's a good candidate to use as visuals for the 7.3 guys

fordfreak4life
11-04-2012, 07:48 AM
Nope, 100% stock allison. Ill build it later down the road. No adapters for dodge trannys. Why would you want one a them Junkers anyway? And my dt360 will be 800+. But this thread is just to shed light on how to put an allison behind a 7.3 or 5.9 cummins or 6.0 Perkins or small detroits and cats. Since the dt360 uses mostly the exact same parts as the t444e (7.3) it's a good candidate to use as visuals for the 7.3 guys

He was actually referring to 2 different Ford trannies

Sent from my Milestone X2 using Tapatalk 2

swamp_ratt
11-04-2012, 07:50 AM
Sorry, I read that wrong. Yes there is an adapter made by Carson stauffer to run a 4r behind the dt360. Check out pipewhiner's thread on psn. But I believe he's only around the 450hp mark iirc

fordfreak4life
11-04-2012, 07:59 PM
Sorry, I read that wrong. Yes there is an adapter made by Carson stauffer to run a 4r behind the dt360. Check out pipewhiner's thread on psn. But I believe he's only around the 450hp mark iirc

600

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Hotrodtractor
11-04-2012, 08:20 PM
Is that a built allison? I still can not see the point in this swap. You will still have to spend some good coin on the allison to get it to withstand more then 500hp. And if you are going to all the trouble to put in a dt360 why would you only want 500hp?


Not bashing on the build just trying to see the light at the end of this tunnel. Do they make an adpater to put the 4r/E4 behind the dt360?

Its not that much more expensive to build an Allison over a 4R100 or an E4OD to hold similar amounts of power. The Allison has the benefit of more gears and better gear spacing - the Ford based transmissions have the benefit of being able to shift faster. For a daily driver, towing, or even a pulling application - I'd take the Allison over the 4R100.