300 hp 5.9 cummins

[Sephirothq]

I have a line of a 300 hp 5.9 cummins 6bt. I was thinking on putting it in a duece. Would the transmission hold up to the torque? Or would that be a problem. I am looking at the extra power to help pull the hills here in Pa. It would be really great to stay in top gear on the hills.

Has any put a high Hp engine in a duece?

 

[Sephirothq]

That would be about 700 ft lb torque I would need to find a different transmission to hold up to it.

 

[DieselBob]

What is the HP / TQ rating for the 3053a. I have been looking through a bunch of posts on the transmission spec's but all they keep giving are the gear ratio's.

 

[R Racing]

read this ! http://www.steelsoldiers.com/deuce-...9-cummins-nv4500-hydro-boost-disc-brakes.html

 

[DieselBob]

I would still seriously consider the engine swap if you have a line on a good engine for a decent price. You can always detune the engine and still be way ahead of the game and most likely not grenade the transmission. Just

 

[Mike O.]

Plenty of viable SAE2 tranny options behind the CTD...either automatic or manual. 7 speed Spicer box looks like it would easily fit and give you a mid .70s overdrive.

 

[Sephirothq]

that link is a great read. I don't see myself doing all that work on my truck. I was just looking at maybe getting a low cost engine upgrade.

How long is a 7 speed spicer?

Does anyone here have any experience on them?

 

[Mike O.]

Spicer 9072 is only 29" as it's a twin shaft. ProShifts are not syncro'd...which I like.
Spicer ES series is a single shaft and is 32" long. ES are synro'd which you may or may not like.

 

[Sephirothq]

The transfer case would need to be shifted back. I can understand why mudguppy went with the nv4500

 

[Trango]

FYI on the twin shaft trannies - they end up being wider than the tranny tunnel, requiring a fair bit of sheet metal work to make a new doghouse, which may also cascade into redoing the seat platform.

BTW, when I put the single shaft Spicer 6855 (sourced from a 5ton) behind the 3208 in the old build, it *just* fit into the tranny tunnel. Of course, the shifter needed to be moved, but having the tranny tunnel just work was a huge bonus. As another point of reference, the 13 speed in the new vehicle required a total of 5 extra inches of clearance under the floor (accomplished with a taller frame and then spacer blocks). The killer is that because the deuce design simply positions the crankshaft so darn high, unless you use a tranny whose single countershaft is directly under it, you run out of room in the tranny doghouse.

Now, I realize that the 13 speed tranny would be truly a stretch to install in a stock deuce frame and cab, and I certainly don't feel that you would need a full 5" or more of sheetmetal surgery to install any given double c/s tranny - but nonetheless, any double c/s tranny will likely cause sheet metal woes.

Best,
Bob

 

[Trango]

Here's a shot of the 6855 I put behind the 3208. Sorry, it's a flickr link, but hopefully it works for people here:

<img src="http://farm5.static.flickr.com/4059/4269890392_bf881f75d9_z.jpg?zz=1">

 

[Trango]

Here's a shot of the 6855 I put behind the 3208. Sorry, it's a flickr link, but hopefully it works for people here:

 

[SCRAP]

If your going to all the trouble to put in a 6bt, you might as well change the tranny also. the military 5 speed isnt smoth shifting or up for more power

 

[hndrsonj]

The military toyed with 6BT's in a deuce. I had a kit to do it. It was sold to M-series rebuild in NC. He still actually does the install in deuces. I believe Eastern Surplus also had a deuce with one in it 2-3 years ago.

 

[Sephirothq]

This might be a dumb question
but can the transfer case and the rears take the 300 hp? Approx 700 ft-lb?

 

[Trango]

My thoughts on HP and torque ratings on things like tcases and axles:

My main concern with all driveline componentry is with peak momentary torque ratings. You care about snapping shafts and gears and woodruff keys and twisting splines etc. You also need to think about, for instance, what your transfer case is really receiving, which is not 700 Ft lbs, but the gear-multiplied output from the transmission. Much of this "received torque" is also related to how the truck is driven. As you can imagine, thiopening up the throttle on an overdrive gear (which sacrifices pure torque for a faster transmission output speed) is a lot more merciful on the tcase than sidestepping the clutch at 2500 rpm in the low gear on the tranny (which will break almost anything, including 1800 series driveshaft u joints and more).


I don't think that HP is that much of a concern. Since HP is a function of torque over time, I think of any given gearbox's ability to take high HP to be more related, than anything else, to its cooling ability. If you think about ever single loaded gear face turning 1-2% of the input HP into heat, and each HP being ~750 watts (from memory), then you need to think about the gear box's ability to shed kilowatts of heat, if driven routinely at high engine torque and speed. I have heard that synthetics in the deuce tcase aid in the ability to stay lubricated under higher heat and reduce foaming and froth, and I could also see the utility in (depending on resultant heat) an external cooler with electric pump. Cooling fins are often also employed for passive cooling of gearboxes. I can't recall how many loaded gear faces are in a deuce t case in high range, but that's the rough wisdom on running those at high speed and input power.

For more light reading on the subject of the venerable T-136, I had asked the same question over at PBB a few years ago:

Power capabilities of M35a2 (rockwell) tcase? - Pirate4x4.Com Bulletin Board

Best,
Bob