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|#846 - Cummins Swap|
|Author: andy1canada (Show all albums)|
Going to give this another try as my first attempt didn't go so well on the 'Diner-conversion' thread (Will update/edit that soon).
Started my Cummins swap by pulling off the bumper; only took better part of an hour. That sucker is HEAVY! Better part of a 100 lbs I bet. Will be looking to knock substantial weight off that baby while still retaining a 5000 lb towing standard.
This will take a while as it will unfold as time and resources permit, so please be patient.
More pics and hopefully some videos (FMC-TV) to follow.
Before proceeding, double-check alignment. The big wood block the end of the trans is resting on is sitting on my motorcyle lift for vertical adjustment; meanwhile, the little ratchet strap in the upper right corner is wrapped around the tailshaft housing and served adequate for horizontal adjustment.
Port side here.
First, the TCM brackets get bolted in place. Starboard side here.
Ready to 'clamp-in-place' on the coach then tack-weld them exactly where they will live forevermore.
If there's a will there's a way. These blades went through that 5/16" plate like nothin'. Flat bastard did the rest.
This proved the answer.
Had to figure a way to turn these holes into slots without bending-over for a machine shop.
The center line is the 28-3/4" mark for the center of the 1" slot. IIRC, the lines above & below are just over 1/4" (+ 1/16")off the centerline. There I punched the four countersinks for the drill. My old drillpress ain't so hot so I started with a 1/4" hole then finished with the 7/16".
Before I cut the two ends off the trans cross member (tcm) I marked R & L on them so they could be repositioned as templates to mark the original bolt-hole centers on the new angle pcs. BTW: I also measured the center to center/end to end @ 28 3/4" before I cut anything. As well, I measured the hole to hole centers across the flange from the front of coach leading edge towards the rear.
Make 2 new end brackets from chunks of 3 1/2 x 5" x 5/16" angle iron I had on hand. This is a little heavier than what I cut off but it has more work to do so all good. The distance from center to center of the mount holes (7/16") for the 3/8" gr. 8 cap screws is 28 3/4". To provide some horizontal movement for alignment purposes, I chose to make the 7/16" holes into 1" elongated slots with a 28-3/4" end to end center. BTW: vertical adjustability (if needed) will be done by adding washers as shims between the two rubber shock washers and the trans tail-housing. Note: with vertical adjustment in mind, it is imperative not to suspend/mount the trans too high from the outset, otherwise you'd have to put a shim between the chassis mount brackets and the new trans ears you just welded on. Does this make any sense?
It's worth pointing out here that because the FMC engine/trans was installed roughly 5-deg out of level to the coach (the engine/trans rises upwards moving away from the diff) and the trans mount crossmember is also tilted (up to the rear) about 5-deg so it mates better with the bottom of the trans. Because the Cummins will sit closer to 'level', I've reduced the 5-deg angle to closer to 2 to 3-deg. Again, this is why the ends of the trans cross-member need to be extended vertically so it can sit/hang lower than before.
With both ends cut off just below the radius of the bend, it leaves a good flat surface to weld the angle iron extension to.
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