I called him today around noon, but no answer, texted him also. Possibly does not answer unknown numbers, I don't. Since he does this for $, he may not share info? I'm doing this for myself in this case, as would most anybody else on this board I would think.
Matt, if you are there, can you share any notes or lessons learned for those that want to do it to their own trucks. I'm not on FB, so I can't check any info that may be posted there. Any dual counter-shaft trans should be about the same. I think I'm all set, but questions would be:
-What did you do for clutch/flywheel/flywheel housing, we believe the flywheel housing on the stock a2 to be 1" longer for the Allison trans, so may not work with manual trans input shaft and clutch?
-If changed to conventional 5" depth flywheel housing, did it alter any engine mounting alignment?
-How was clutch actuation accomplished? I'm going hydraulic, but if you did mechanical, what did you use for pedal?
-Where did the shift lever come through the floor at? Require any special bending to clear the dash?
-Did you need to swap rear output yolk, and lengthen the driveshaft slightly?
-How was front axle prop shaft clearance to trans?
I'll learn all this soon regardless. I had to use the crazy dish type flywheel to accommodate the dual disc clutch, to handle the ISL 1250ft-lb of torque. The stock mil 6CTA8.3L is like half of that, and you can otherwise use an easier to obtain and lower cost conventional single plate clutch setup. I chose hydraulic clutch release for ease of installation, plus an air assist option to make the pedal feel like a 5 speed Toyota Corolla. Once good, you only use the clutch pedal to get rolling anyway.
Thanks.
