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:ditto:

Not.....?? Even after you wrote this: "It seems "Sonnax" which is a major transmission parts supplier and builder of high performance transmission parts has just released a new "forward/ direct drum" assembly for the TH400 transmission. It is the first one addressing some major issues that only...

I believe your NSN 5306-01-417-2467 is correct for the 24-bolt wheels. Compared to the ones of the early 12-bolt wheels ( NSN: 5306013367175) , the ribbed shoulder of the later style bolts is a few mm longer. I think that's the only difference.

I can confirm that those two on the HMMWV IP are std Packard connectors, too.

:ditto:

I guess it's the seal #5 you are referring to? Part number 4036431, NSN 5330-01-033-3167

You can have one, original, NIB - if you're willing to pay $43 for the shipping door-to-door via USPS. (I have like 50 of them and really no use for it...)

Do it for free, yes... but In a day?? Good luck with that...! And don't forget that the starter will be on the wrong side, just where you want the R-L motor mount to be....

I've yet to find one of these that couldn't be fixed to work again as it should - for a good while at least. Insufficient- or deteriorated lubricant is the main problem, most often.

Forget that aluminum adapter; that image is only there to show the interferences. I'm talking about relocating holes on the LDT flywheel housing itself, which BTW is as strong as the 5-ton housing and the same material, also. And the 5-ton Spicer 6453 sure weighs a lot more too, and also hangs...

You can do that with a custom made spacer ring, after relocating (on the same BC) some of the holes on the LDT housing... You will see that the "problematic" holes/studs only are 1; 2; 3; 5; 6; 7 & 13. Most have reinforcement bosses but even where there are none the material is about 13mm...

Pretty sure that flywheel housing (of the LDS465-2) is a SAE #2. That means you would have many options - in theory... Here is some good reading about the TX200-6 and possible alternatives...

You are correct about that - but since then rules have changed, to being a bit more flexible... Actual rules appear copied in post #10, above.

Here... Attached is the complete wiring schematic, FYR.

We still don't know what exactly Continental did to achieve VCR. Clearly, this engine never went into mass-production. Guessing high cost was a big factor, as well as many more parts to fail...

It actually works by varying the oil pressure in the crank. Here's some reading to it and two (hydraulic) schematics, taken directly from Toyota's patent: (still need to find the list of components, in order to better understand all those numbers...) "Toyota idea takes a conventional...

Contact member steve6x6x6 and ask him what he thinks about Air-O-Matic....

This is just one of multiple solutions for VCR.... Not sure though, which way they went at Continental. The brochure talks about hydraulically operated pistons "whose position relative to the crank pin ...." so I guess what they used are these variable-length con rods, with their eccentric...

There actually are some minor differences, in the firewall area. Nothing that can't be solved, though... and it's easier to use a 2.5t cab for a 5ton, than the other way around.

Yup, that's what I meant by saying you can keep your stock wheels. (Assuming your current wheels are OEM, of course.) Just keep in mind that you will also have to replace inner tubes and probably flaps too, if they are that old. Here is one possible source for 80% mil. surplus G177s in the...