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Non - Specific
Engine Conversion
My tow pig/DD build thread. F350/Cummins 6.7/twins/6R140
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[QUOTE="me2, post: 352997, member: 3825"] I've (finally) come up with a solution for the flex plate and transmission adapter parts. I'm thinking that I'll mount the Ford flex plate to the Cummins crankshaft by water jet cutting the center of the Ford flex plate out and attaching it to an adapter plate with the Cummins crank pattern via special bolts. I'm retaining the Ford flex plate because - it fits in the 6R140 bellhousing using the Cummins starter - it is tightly/nicely contoured to the 6R140 torque converter - it will still allow some axial flexing as a flex plate should - it appears decently beefy enough, especially with the center replaced by the adapter plate I do not have to cut any new holes in the Ford flex plate to mount the adapter plate to it. It mounts via pre existing holes. The transmission adapter plate will be fashioned from 3 mild steel pieces, which will be pinned and welded together. I'll price getting them made in aluminum just for the fun of it, but I'm pretty sure I'll be making them from steel. It won't be very heavy even in steel. One nice thing about the adapter plate design is that its quite shallow. The Cummins 5.9 and 6.7 engines are a bit longer than the Ford V8 diesels. The general protocol for getting a 5.9/6.7 into a Superduty is to get the Cummins fan as tight up to the rad as you dare (or replace it with an electric fan) and then deal with however far back the transmission gets pushed. Anything that minimizes how much the transmission gets pushed back is a bonus. My transmission adapter will be 1.5 inches thick from the Cummins block to the 6R140 face. The stock 68RFE plate is about an inch thicker than that and the standard Cummins ISB SAE2 adapter is over 5 inches thick. The later would require a 3.5+ inch spacer between the 6.7 crank and the Ford flex plate to get the spacing correct and would most certainly move the transmission back on the truck quite a bit, possibly causing the case to rub on the transmission tunnel. I was hoping to keep the transmission adapter plate thickness down to 1/2" or so, but the 6.7 crankshaft sticks out too far from the block and the 6R140 torque converter is too long to achieve that. The 1.5" adapter plate thickness puts the flexplate and the 6R140 TC in the same position vis a vis the transmission face as it is stock with a Ford 6.7. There are a ton of geometry constraints to make everything fit and work, but I think I've come up with something that does. I'll sleep on the design and if I still like it tomorrow, I'll remeasure and double check everything and then send the parts off for cutting. This was my first time adapting an automatic transmission to a different engine. Its much more complicated adapting a flex plate and torque converter to an engine than it is a clutch. With a clutch you generally find a clutch plate that works with a pressure plate that can be bolted to to the engine's existing flywheel and then lay out the adapter plate to fit. With a flexplate, you either have to machine one that works from scratch or figure out how to adapt an off the shelf flex plate to the engine crank. With the 6.7 flex plate, I had very few off the shelf items to select from because I did not find any aftermarket 6.7 flex plates and none of the Cummins flex plates would allow me to keep the 6.7 starter placement. Thus the only flex plate I had to work with was the Ford 6.7 flex plate. As my mom would say, it was a character building experience. :doh: [/QUOTE]
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My tow pig/DD build thread. F350/Cummins 6.7/twins/6R140
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