The Stovebolt Site Forums The Parking Lot Big Bolts Adapting Chevy I6's to RTO 10 or 13 speeds?

Anyone have any advice or info on adapting a RTO 10 speed or 13 speed to 292 chevy?

I know there was that article in 4-wheeler years ago about the chevy v8 to 3053A swap. However, I haven't had any luck locating a source for the "32921997 GM2" bell housing.

I tracked down Phoenix Castings who GM to SAE 3 adapters but I am still a little unclear what other problems that may cause me.

http://www.phxgrp.com/gmpowertrain.htm

Thanks

First find out if in the biggest trucks offered with a 292 did they use a transmission with an SAE (round) clutch housing. If so those are the parts you want. Perhaps a model with an Allison automatic or a 5000 series Spicer?
I removed a Spicer with SAE housing from a 60's C80 that previously had a 409. What other engines share clutch housings with the 292, and can you find SAE stuff for one of those.

The smallest Roadranger transmissions only came with SAE#2 housings, ideally you can find factory GM stuff also SAE#2.

If no luck there look at the aftermarket solutions

After a 292 overcomes the internal drag of a twin countershaft Road Ranger, will there be enough power left over to pull the truck around? That's a lot of gear mass to spin, and there are a bunch of bearings to rob power before any gets out the back end!
Jerry

A 5 or 6 speed bolts up to a stock GM bellhousing, do you really need closer ratios, or just want a RR?

Ed

The 600 series Fullers aren't much larger than a Clark 5 Speed. I remember some Chev gas burners being offered with a Fuller, But finding one of those will be tough. Keep in mind that you will need air to shift the range selector and also for the splitter if you go with a 13 speed. If you know a good machinist, he can probably cut the clutch gear to fit a disc that will fit in your Chev clutch housing and build an adapter to fit the Chev clutch housing and the Fuller. I have seen these type of adapters made. Cut the hole the size of the bearing retainer. Dial in the hole and then use dowels to keep it in place. Of course, I too question the reason for this conversion.

Most Roadrangers have a 400-500 RPM difference between gears to accommodate the 1750-2150 RPM torque band of the older Diesel engines. That's way too many gears for a 292 with about a 1500-RPM or greater usable range between shifts.
Jerry

What weight truck do you have in Mind?

What is the intended use?

How many mile trips do you plan on with what load?

What are your fabrication skills?

How resourceful are you or your helpers finding parts in NJ? Finding or making replacement Parts?

When one becomes comfortable with the above concepts, then one may decide the most practical path to take.

Ed

I am going to join the choir here.
When I got my COE, I felt that I needed more tranny than the NV4500 I have. So I started looking/researching I found the FSO 5 and 6 series Eaton overdrives were the best mix for my Cummins and the big COE. But the price, outrageous. So I kept looking and when you search for "Eaton" all these RTO 10 plus speed transmissions pop up...and cheap I might add. With the AQMD/EPA gaining in power, they are forcing a lot of truckers to repower or scrap their trucks,( alot of scrapping is happening in California)thus the reason if you look you can get one of those monsters for almost nothing.
Oh sorry got sidetracked. Back to the gist of the story. I couldn't get over the weight/mass/ of these trannies. I feel this would slow you down rather than help.
Still haven't found a reasonably priced SAE2 flywheel housing for my motor and a Cummins motor with a SAE2 is a little more plentiful than 6 Chevy, but maybe there is a C60 out there somewhere with one.
Not to rain on your parade just my thoughts..