I worked 5yrs as a tech for Chrysler and can attest to the weak transmission issues! 12v Cummins with an Allison is about as bulletproof as you can get! Awesome stuff!
Absolutely, thanks for that we try our best. We agree all these "Builders" making a killing just selling bandaids for them, there is no true solid solution. Just like at the size difference in internal parts, that should say something.
I’m looking for a complete Allison kit for a 2004 dodge 48. From transmission to electronics. Got his 48 apart right now, for the 2nd time, and he wants to go the Allison route.
I looked at the video today. I called these people and they was off work. And they still call me back and gave me to pros. And cons of like allison,5 Speed in six Spe. Ed, I will definitely be buying some parts from these people. Thank you very much james
The manufactures should hire this gal, she has found was to improve their vehicles. Remember that "American Ingenuity" comes from the average guy/gal working out of their garage.
Thank you very much for that. That is how we were born, we needed a transmission that could hold up to what we could throw at it, we needed reliability above all.
If you look at the architecture of an Allison apart you will see the difference. The clutches and gears are huge compared to all light duty transmissions made. The Allison is actually based off a 3000 transmission that is in dump trucks and big machines. Very beefy and the 3 overdrives are huge in better gas mileage.
Great video. I’m doing research for a project build of 7.3 Ford Excursion for my family and want to drop an Allison in it amongst a lot of other things. I will be calling you for advice prior to pulling the trigger and send your way when it’s time.
Its nice to see the professionalism and consistent work and innovation going on here , ca is definitely providing a much needed service solution for heavey hauler types . I'd only ask one question , why not take it one step further , and offer a full power train motor and trans create engine and trans for your customers. Something ford , dodge, and chevy. Excellent work, keep it up its good to see a shop own it .
These videos are really helpful to give the full story on the swaps. Having looked thoroughly through the website, not finding this level of detail. Would love to hear more about the Total Control Modules on the Dodges. For example, if running one and no codes present, will a state inspection station notice when they plug in to the OBD II port? Also, does the cruise control work? I don't recall seeing that in any of the video's. Please keep making these! Thanks
The system runs stand alone, there are no check engine lights on or anything like that, we have a separate obd port to communicate to the trans. Not sure what all the inspection places are looking for when they plug in. Yes, cruise control works.
1991 pre 1991.5 Dodge D250 Cummins with a 46RH (originally 727 or 37RH) is the Allison compatible? and is the price north of $5000.00 ? Great video by the way,
What would the cost be to put one of these transmissions into my 97 F350 4x4? It’s currently stock engine and an auto, but the transmission is going, and I’d eventually like to build the engine to make closer to around 500hp.
1ST GEN DODGE CUMMINS WITH CAC KIT ALL THE FUEL ALL THE AIR EXHAUST BRAKE! THIS CAC KIT INSTALLATION MADE MY TRUCK A FN MONSTER CATCHES SCRATCH DOWN SHIFTING AT AN IDLE! BRAKES WHO NEEDS BRAKES? THANKS KC MUCH LOVE
@@caconversions4591 I PUT 290 MILES ON SATURDAY GOING TO BAKERSFIELD TO PICK UP A WELDER! 75 MPH UP DOWN "THE GRAPEVINE", 16.5 MPG WAS IN A HURRY NEXT LONG TRIP ILL TRY 55MPH SEE IF I CAN GET CLOSER TO 20 MPG!
@@rocklanddale8646 Heck yeah, sounds good to us, glad to hear. Pulling the Grapevine ain't no joke! Slowing down is no fun, but getting killer mileage sure is.
From what we hear the 6R has been hit and miss with some. We have had numerous 6.7 powerstroke guys reach out to us with enough problems they are ready to convert. Mechanically we can make it work, the issue currently is tuning.
We are building a 1964 white motor company ratrod with a dt466 and want to use an Allison transportation but don't know what direction to go, any suggestions?
@@groundzeroindustries4200 I will send you a link shortly so you can measure and see which one it is. Or feel free to shoot us an email and we can get you fixed up.
I hear that y'all use the Allison programming instead of the GM programming is it possible for me to reprogram My TCM with the Allison program in my 2002 Chevrolet 2500 HD with a Duramax
G’day CA I am in Australia would I be ask to get a quote based on my Ram 2500 2015 model. I would like to buy a Allison transmission for a power level of 600hp or above. What’s the best way to contact you guys keeping in mind the tie differences Cheers I look forward to hearing from you
With the better gear split in the trans and the improvements we made in the Torque converter you typically see about a 20-30% improvement in performance. As for mileage it can vary from set up to set up. A lot of guys with 4.10 gears report back with a 5-8mpg improvement, some have reported back with even more. As for loaded mpg all depends on how heavy etc so no way to nail that down. We have a guy here that drives an OBS 7.3 and his truck picked up right at 8mpg, its a 4wd extended cab long bed.
The problem with the broken Allisons behind the duramax is mainly in the GM crap tuning. The issues that GM has doesn't affect any of the other 1000 and 2000 Allisons When you go with industrial tuning all of the issues go away.
I just want to know the cost. 2005 5.9 Cummings I can get my 48 rebuilt and modified for $4800 It’s good for 750 HP. I’m pushing 630 HP and 1200 lbs ft torque. I don’t mind paying more but how much more. $6k? $8k. $10k would be a little ridiculous. That would be 3 times the price of a whole new transmission.
We build per application, So price can vary from 13k and up for a turn key system. If you want shoot me some details on your vehicle, be happy to get you a ballpark price.
lol none. Prolly best off doing it yourself start by securing a good diesel Cummins motor. There’s quite a bit involved but it’s not impossible. There’s tons of TH-cam vids and documentation series you can watch that document every aspect of it from start to finish, some in great details. Nothings impossible if your willing to modify, cut, weld, and fabricate and problem solve. Just remember one modification always causes 3 more to be made! That’s just how it goes, if it was easy everyone would have done it! Thats what makes a finished custom project special and unable to a price on the blood sweat and tears and frustrations and problem solving that went into finishing it. A diesels not going to just drop right in. The dodge frames were from gas to diesel were the same, remember these trucks were stamped out on an assembly line.
We agree, it is an expensive conversion. For the guys that are keeping their trucks long term or the ones building one from scratch its a perfect setup.
lol the demand for anything for the v10’s were never there. The v10’s were a flop. Same with the ford v10’s there weren’t popular and never caught on, they were known as ‘the poor man’s diesel’ it’s what farmer bob. Or someone that needed to tow their horse trailer on the weekends bought when they didn’t want to shell out the extra $7000 or how ever much it cost at the time for the Cummins diesel. They were terrible on fuel, they ran hot, there was never any aftermarket ‘hot rod’ parts for them made because they were a flop. You could take a magnum v8 and build it up and get more power out of a v8 than you could the v10’s. Nothing compared to the 12 and 24 valve Cummins p pumped engines. Dodge owned the market in the 90’s and the early 2000’s and you could say all the way up until diesel emissions ruined everything in 2007.5 lol. Ford couldn’t compete at all and ford fan boys will always sit there debate that with their clunker 6.9l idi IH motors lol, and their 7.3L IdI ‘pre-power stroke’ engines, and their all great n holy 7.3L powerstroke. It’s funny cause you don’t ever see Chevy guys swapping ford power stoke motors into their trucks? Or ford guys swapping duramax diesel engines into their fords? lol no, Chevy and ford guys are swapping 12 and 24v into everything and are put in anything with and with out 4 wheels, boats, yachts, forklifts, man lifts, fed ex trucks, bread trucks, generators, water pumps, welders, dump trucks, even ford medium duty trucks!! Haha, *slap*, garbage trucks, heavy machinery, military equipment, you name it. You don’t see the military running powerstroke engines in their vehicle do ya? No. My point made… The gasse v10’s were made to fill a gap in where the v8’s could fill and the cost of the Cummins diesel wasn’t justified being spent. And the v10 was the option, and it wasn’t a very good one. Most people that got the v10 engine option regretted it and wished they had just got the Cummins diesel. The Cummins had every thing better about it, better milage, better reliability, easier maintenance, etc, and they’ll run forever! And they could be made insanely powerful with little mods while still getting 20+ mpg all day long while towing a big trailer! There’s a guy on TH-cam recently that turbo’s his dodge v10 secound gen. It’s pretty wild. ‘Diesel laboratories’ on u tube, it’s cool to watch, but not practical. He blew it up sky high lol as expected. They weren’t ment for a big turbo to boost it. They weren’t even a high rpm b20 Like the viper v10 engine Power plant. They share absolutely nothing in common with the viper v10’s. The vipers sound like a pissed off bumble bee when you put long tube headers And a 4” exhaust on them, I’ve driven and worked on one of the dodge viper trucks, it was cool, wasn’t really that fast. But it was neat to pop the hood on and see the viper red valve covers. Too bad they didn’t make them in 4wd. The reason was they didn’t do 4wd viper v10 trucks was the oil pan was so huge it was in the way of a front differential. I’ve looked at one and what it would take to make 4wd and it’s do able with a 4-6” lift kit to make room for the huge oil pan on the viper v10. It’d be cool to do. Them viper v10 trucks are getting hard to find, they didn’t make many of them in like 2002ish or what ever…they weren’t popular, I wanna say they only made like Less than 10,000 of them, in the 7,000 numbers range, I dunno a Google search would tell ya. My Point is even tho they had the viper v10, they didn’t make all that much power as compared to the v8’s of the time. The viper b20 had such a small bore and short stroke kinda like a Ferrari, and that’s why they sound all raspy and bumble be pissed off at high rpm’s. A NA v8 of todays technology or even any LS platformed v8 with an alum block and alumn heads can be built Up to make more power and torque than a regular dodge v10 or even a viper v10. That’s why they flopped, there was no benefit in them and they were terrible on gas in an age when gas went from .98 cents a gallon to over $2.00 a gallon by 9-11 times. If gas had stayed 90 cents a gallon they the 2000’s then heck ya I’m sure we would have seen the ford and dodge v10’s catch on and actually go somewhere instead of flopping. The good news is your v10 truck can be easily swaped to a Cummins diesel, and is all the same frame and everything as a diesel version. So no custom or major mods are needed. You should even have the same auto trans as the diesel version.
He actually has thought about it recently, He has tons of brand new in box OEM parts for it, Everything needed to build the car, but the price is gonna reflect that.
And this is the part that’s gunna turn away a lot of people. A manual swap will be cheaper in the long run, all the parts can be sorted from a parts truck, a junk yard or scrounged together, will no custom programming, expensive custom adapters, standalone modules and programming. Advance adapters has endless solutions to adapt any type of trans case to any type of transmission but they get very pricey! Stand alone modules and programming are not as simple as you think that not just anyone can do from home if something goes wrong. I really just think a manual swap is the makes the most sense, cost wise and parts wise. Everything can be sourced by buying a junk rusty parts truck, for cheap. Couple thousand bucks gets you everything you need and a good running transmission or steady a builder core that can be sent to really any reputable transmission shop for a low cost freshen up. Manuals They’re not complicated. Any reputable trans shop should be able to freshen one up for a reasonable cost. Custom length drive shafts, stand alone modules, programming, adapters the list goes on. With a manual swap the only situation of needing any type of custom advance adapters is if you choose to run a weird configuration trans and t case. But the ultimate bullet proof set up behind a Cummins 12, 24v or 6.7L would be a nv5600 trans with a manually floor shifted np241DHD t case, none of that electronic crap! I wanna feel the level engage in 4wd not turn a knob and watch a blinking light and cross my fingers and hope it goes into 4wd and the light turns solid and nothing grinds or goes ‘clunk’. A NP205 transfer case, from older fords, and square body chevys and first gen dodges trucks are nuke proof, all cast iron hunks of metal that last forever. They call them the ‘rock crusher t case’ for a reason. They have been known to run for thousands of Miles with no oil in them, gear to gear driven cast iron behemoths. Gear to gear is waaay better than anything chain driven. The np241DHD t case (DHD standing for ‘diesel heavy duty’) is the biggest manually shifted t case that came in the ‘01-‘02 secound gens. There’s the np241DLD (dld standing for ‘diesel light duty’) so it’s not as burly as the DHD t cases. Anything newer these days is gunna be an alumn. Chain driven t case. Adapting a np205 to a nv5600, nv4500, and on the first gen’s dodges, with the get rag 5 speed bolted right up. There’s always the option of running a divorced np205 t case like the old fords did back in the early 70’s. Not out of the question and do able. With little to no custom fab and engineering head scratcher problems to solve. I wonder with the Alison conversions is driveshafts end up being to long or to short, I guess it depends on the application and vehicle. But any time you’re doing a trans or t case swap or anything a trip to the custom driveline shop is going to be required, shortening drive shafts is cheaper than lengthening and re tubing a driveline can be $800-$1000. Shortening and chopping it down can be as little as $150, have em slap in some new u joints and a fresh coat of gloss black, and spin it up for balance and it’s done! Easy peasey. Change yokes flanges, cv doubble cardone joints adds to the cost considerably. If there’s a possibility of upsizing your u joints and going bigger, do it! Bigger is always better. Some of the see u joints on factory OE drive lines are rink-a-dink itty bitty cute little things that they look like a kids toy. I want big burly massive u joints and needle bearings that are greaseable! If it ain’t greaseable it’s junk. Stay away from the off the shelf cookie cutter auto parts store cheap china made crap they sell at autozone, orlieys, Napa etc. they are junk and don’t last, ya it’ll get us down the road but they won’t last 15k-20k miles. Always use a factory OE dana spicer drive line parts. Just make sure it’s greaseable! Seriously tho I’d consider and look into a manual swap before any of this Alison swap stuff, no one in their right mind is gunna throw $15,000-$20k at a trans swap. I’m sure the Alison trans alone with torque converter alone is $7500, then adapters aren’t cheap, $800-$1000 for a t case adapter or trans belt housing adapter. Custom drive lines, another couple grand, the list goes on and and on, everything for a manual swap again can be squire by buying an entire parts truck, picking off what you need, drive lines and all, and anything left over, sell Off the parts, first or second gen parts bring a premium if they are hot parts! And a manual swap can be done on your garage floor, you don’t have to take it to a shop or have a big fancy set up or a lift even. It’s doable on the garage or shop floor! A manual swap can be done on the budget cheap, for the cost of a parts truck, amassing all the parts one by one on eBay is the expensive way to do it. Junkyards are the way to go or find a parts truck, you could easily end up all said and done with it costing nothing at all but your time and labor!
Cool and all. But wouldn’t a manual swap just be easier and better? A nv5600 is absolutely nuke proof. Tried true and proven, the best and the heaviest you can get. A nv5600 is actually considered a medium duty, not a light duty truck trans, it’s up there with an Eaton fuller super 6 out of a dump truck! While an Alison is considered the best out of all the auto slush boxes out there. It just seems like a little of programming, loosing PRNDL having to modify this and that, stand alone modules, your basically telling the truck for all intensive porpoises it’s now a ‘manual transmission’ truck now. Just skip all the all the other stuff and modifications, adapters, reprogramming and stand alone modules and make it a manual transmission? I like your about fallibility but the most reliable trans is a manual nv5600 lol. It’s sustainable, reliable, and the biggest and the best. G56’s are al alumn housing case, and are known to crack. Nv4500’s have the 5th but issue and require internal mods and beefing up. An Eaton fuller super 6 would be way over kill like putting in a 10 or 23 speed in. Some people have done that and it’s excessive for sure, on top of that not many normal folks know how to drive a split range transmission. Manual transmissions are kind of a dying thing for the younger generations and a good Anti theft device lol. Ya there’s some little things about a nv5600 Like overfilling it by one what from the top to make sure the input and output shaft bearings get proper lube. There’s 2 different input shaft diameter nv5600’s the earlier ones had a smaller 1 1/4” input. The later ones in like ‘01-‘03ish had a bigger 1 3/8” input. Clutches are easily solved with a south end or vlair dual disk or their new organic single disc street clutch will take anything that a normal my driven daily can throw at it south of 500-600hp. I dunno it just seems to me like pushing a manual weapons be easier and better realibility, sustainability etc etc like your preaching. They are tried and true and it’s a shame the OE manufactures have gotten away from them, then you can’t even order a ford Chevy or dodge with a manual transmission after what 2018ish? Thats lame. My ‘06 mega cab 5.9 Cummins I had built to the hilt I had to put a $9500 stage 5 billet bullet proof transmission in. After I sold the truck I guess the kid that bought it had issues with it but that wasn’t my problem heh. I wish I would have manual swaped it with a g56 Or a nv5600. Prolly would have used a g56 as that’s what would have came OE in it for that year just to keep everything as it would have been factory OE. All the first gen 12 valve Cummins I’ve had over the years 2wd and 4wd have been manual 5 speed get rag units. The ‘93 wd trucking had that I built was originally an automatic that I swaped a getrag I had laying around into as I had everything to do a swap paying on the garage floor from a parts truck ‘91 that I picked up for $800 that we took the motor out of for My buddies 1 ton square body suburban on 40” swampies. Every bit of that rust free truck we sold off and used lol. Some dude from Kansas even bought the bare frame and the cab haha. The getrag actually isn’t a terrible 5 speed trans. They’re better than the nv4500’s! They don’t come apart internally like the 4500’s do. A get rag is actually capable of quite of bit of power. And The clutch will Always be the link. Alison’s are expensive expensive, they’re over built ya. But a manual will always be stronger. I dot. Want computers and modules and sensors telling me how to drive my truck. If I want to shift gears and cloud the sun with black smoke then that’s what I want it to do. Autos build up to Much heat. Most of the heat is generated in the torque converter, which is always going to be a weak link. Out of curiosity what torque converters are you guys running? Are you building your own? Are you running a billet triple disc converter?
You'd be surprised, The land rover in the background has a 4bt and an Allison in it, The Jeep is next on the chopping block, The 1946 fire truck in the back will be after that. We Love doing odd ball stuff.
These folks by far have the best... product out there the only downside is that the transmission housing those not match the Cummins engine, Without having to do some modification to the block.
![[LIVE] : ONE ลุมพินี 88 | คู่เอก "ป้อมเพชร vs อัสลามจอน"](http://i.ytimg.com/vi/1ZqTVVbMgbo/mqdefault.jpg)
That lady's forgotten more than most men know about transmissions,. what a great presentation I'm sold.
I worked 5yrs as a tech for Chrysler and can attest to the weak transmission issues!
12v Cummins with an Allison is about as bulletproof as you can get! Awesome stuff!
Absolutely, thanks for that we try our best. We agree all these "Builders" making a killing just selling bandaids for them, there is no true solid solution. Just like at the size difference in internal parts, that should say something.
I’m looking for a complete Allison kit for a 2004 dodge 48. From transmission to electronics. Got his 48 apart right now, for the 2nd time, and he wants to go the Allison route.
I looked at the video today. I called these people and they was off work. And they still call me back and gave me to pros. And cons of like allison,5 Speed in six Spe.
Ed, I will definitely be buying some parts from these people. Thank you very much james
Fascinating. What a great presentation!
The manufactures should hire this gal, she has found was to improve their vehicles. Remember that "American Ingenuity" comes from the average guy/gal working out of their garage.
Thank you very much for that. That is how we were born, we needed a transmission that could hold up to what we could throw at it, we needed reliability above all.
It would be nice if they had a shop on the west coast, they would be busy non-stop.
@@timothyshaw6118 No doubt, we stay pretty busy here on the East coast.
If you look at the architecture of an Allison apart you will see the difference. The clutches and gears are huge compared to all light duty transmissions made. The Allison is actually based off a 3000 transmission that is in dump trucks and big machines. Very beefy and the 3 overdrives are huge in better gas mileage.
Great video. I’m doing research for a project build of 7.3 Ford Excursion for my family and want to drop an Allison in it amongst a lot of other things. I will be calling you for advice prior to pulling the trigger and send your way when it’s time.
Its nice to see the professionalism and consistent work and innovation going on here , ca is definitely providing a much needed service solution for heavey hauler types .
I'd only ask one question , why not take it one step further , and offer a full power train motor and trans create engine and trans for your customers. Something ford , dodge, and chevy.
Excellent work, keep it up its good to see a shop own it .
So when you put the transfer case and low it changes the programming in the transmission so it will shift properly correct
These videos are really helpful to give the full story on the swaps. Having looked thoroughly through the website, not finding this level of detail. Would love to hear more about the Total Control Modules on the Dodges. For example, if running one and no codes present, will a state inspection station notice when they plug in to the OBD II port? Also, does the cruise control work? I don't recall seeing that in any of the video's. Please keep making these! Thanks
The system runs stand alone, there are no check engine lights on or anything like that, we have a separate obd port to communicate to the trans. Not sure what all the inspection places are looking for when they plug in. Yes, cruise control works.
This is awesome!
Lady, you rock! 👍🏼
She said Thank You
Im really looking into this kit for my truck. Its a 1997 f350 diesel 4x4
Do you guys have adaptors to fit an Allison to the cummins 5.0 used on the Nissan Titan?
Any options to configure T case for Passenger side drop?
What do you do with our cores?And i didn't see anything for Allison/asian conversions on your website.
1991 pre 1991.5 Dodge D250 Cummins with a 46RH (originally 727 or 37RH) is the Allison compatible? and is the price north of $5000.00 ? Great video by the way,
Yes, the Allison will work in your D250, yes it will be over 5k, shoot me some truck info and I can get you a ballpark figure. Thank you very much.
What would the cost be to put one of these transmissions into my 97 F350 4x4? It’s currently stock engine and an auto, but the transmission is going, and I’d eventually like to build the engine to make closer to around 500hp.
My dream to have this done on my farm truck
Well just let us know when we can help!
Can slap one in a 02' Blazer ZR2 LS? I just had my 4L60e rebuilt but I would love an Alli in it! TX 🤟
1ST GEN DODGE CUMMINS WITH CAC KIT ALL THE FUEL ALL THE AIR EXHAUST BRAKE!
THIS CAC KIT INSTALLATION MADE MY TRUCK A FN MONSTER CATCHES SCRATCH DOWN SHIFTING AT AN IDLE! BRAKES WHO NEEDS BRAKES?
THANKS KC MUCH LOVE
Brakes, what are those lol. Glad to hear your still loving it.
@@caconversions4591 I PUT 290 MILES ON SATURDAY GOING TO BAKERSFIELD TO PICK UP A WELDER! 75 MPH UP DOWN "THE GRAPEVINE", 16.5 MPG WAS IN A HURRY NEXT LONG TRIP ILL TRY 55MPH SEE IF I CAN GET CLOSER TO 20 MPG!
@@rocklanddale8646 Heck yeah, sounds good to us, glad to hear. Pulling the Grapevine ain't no joke! Slowing down is no fun, but getting killer mileage sure is.
Are there any benefits to be had by putting a allison in a 6.7 powerstroke?
From what we hear the 6R has been hit and miss with some. We have had numerous 6.7 powerstroke guys reach out to us with enough problems they are ready to convert. Mechanically we can make it work, the issue currently is tuning.
I have 2019 ram 3500 6.7 do you guy's work on it on transmission
For sure looks likes you know what you talking about 🙏
Can fix a tcm for gm with. A Allison 1000?
We are building a 1964 white motor company ratrod with a dt466 and want to use an Allison transportation but don't know what direction to go, any suggestions?
What kind of power are you guys gonna be making out of the 466? Going to tow anything or just a driver?
@@caconversions4591 250 hp. And occasionally pulling a 14k gooseneck trailer.
@@groundzeroindustries4200 Do you know if the back of the motor is SAE 2 or SAE 3? Typically those are SAE 3. Is it a mechanical or electronic 466?
@caconversions4591 It's fully mechanical with a Turbo. I'm not sure how to tell if it is a 2 or a 3 I'm not very familiar with that.
@@groundzeroindustries4200 I will send you a link shortly so you can measure and see which one it is. Or feel free to shoot us an email and we can get you fixed up.
I hear that y'all use the Allison programming instead of the GM programming is it possible for me to reprogram My TCM with the Allison program in my 2002 Chevrolet 2500 HD with a Duramax
Will the 7.3 kit fit on an Obs?
G’day CA I am in Australia would I be ask to get a quote based on my Ram 2500 2015 model. I would like to buy a Allison transmission for a power level of 600hp or above. What’s the best way to contact you guys keeping in mind the tie differences
Cheers I look forward to hearing from you
If you want you can shoot us a message on facebook with your contact info, and would be happy to get you some prices.
What's the hard numbers when it comes to performance improvements? What's the MPG load and unloaded? In regards to a 2002 F350 7.3.
With the better gear split in the trans and the improvements we made in the Torque converter you typically see about a 20-30% improvement in performance. As for mileage it can vary from set up to set up. A lot of guys with 4.10 gears report back with a 5-8mpg improvement, some have reported back with even more. As for loaded mpg all depends on how heavy etc so no way to nail that down. We have a guy here that drives an OBS 7.3 and his truck picked up right at 8mpg, its a 4wd extended cab long bed.
I never met a 6.0 Powerstroke that could break a 5R110. But I have seen plenty of 6.6 Dura max trucks with broken allisons, prove me wrong.
That’s because the 6.0 would break first. 🤣. Duramax’s actually make power
The problem with the broken Allisons behind the duramax is mainly in the GM crap tuning. The issues that GM has doesn't affect any of the other 1000 and 2000 Allisons When you go with industrial tuning all of the issues go away.
What a very good company
I wouldn't mind an Allison in my 85 7.3 diesel .
Well we can certainly get you fixed up.
I just want to know the cost. 2005 5.9 Cummings I can get my 48 rebuilt and modified for $4800 It’s good for 750 HP. I’m pushing 630 HP and 1200 lbs ft torque. I don’t mind paying more but how much more. $6k? $8k. $10k would be a little ridiculous. That would be 3 times the price of a whole new transmission.
great, but what is the total out the door price???
We build per application, So price can vary from 13k and up for a turn key system. If you want shoot me some details on your vehicle, be happy to get you a ballpark price.
What shops can I go to, to get the gas to 12v swap?
lol none. Prolly best off doing it yourself start by securing a good diesel Cummins motor. There’s quite a bit involved but it’s not impossible. There’s tons of TH-cam vids and documentation series you can watch that document every aspect of it from start to finish, some in great details. Nothings impossible if your willing to modify, cut, weld, and fabricate and problem solve. Just remember one modification always causes 3 more to be made! That’s just how it goes, if it was easy everyone would have done it! Thats what makes a finished custom project special and unable to a price on the blood sweat and tears and frustrations and problem solving that went into finishing it. A diesels not going to just drop right in. The dodge frames were from gas to diesel were the same, remember these trucks were stamped out on an assembly line.
Cost around 20k! Nuts?
We agree, it is an expensive conversion. For the guys that are keeping their trucks long term or the ones building one from scratch its a perfect setup.
Do you take PayPal
Any reason this wouldnt work behind a dodge magnum v10 in a 94 ram 2500?
It will work, the demand for them was never that strong for us and we don't have an adapter for them.
lol the demand for anything for the v10’s were never there. The v10’s were a flop. Same with the ford v10’s there weren’t popular and never caught on, they were known as ‘the poor man’s diesel’ it’s what farmer bob. Or someone that needed to tow their horse trailer on the weekends bought when they didn’t want to shell out the extra $7000 or how ever much it cost at the time for the Cummins diesel. They were terrible on fuel, they ran hot, there was never any aftermarket ‘hot rod’ parts for them made because they were a flop. You could take a magnum v8 and build it up and get more power out of a v8 than you could the v10’s. Nothing compared to the 12 and 24 valve Cummins p pumped engines. Dodge owned the market in the 90’s and the early 2000’s and you could say all the way up until diesel emissions ruined everything in 2007.5 lol.
Ford couldn’t compete at all and ford fan boys will always sit there debate that with their clunker 6.9l idi IH motors lol, and their 7.3L IdI ‘pre-power stroke’ engines, and their all great n holy 7.3L powerstroke. It’s funny cause you don’t ever see Chevy guys swapping ford power stoke motors into their trucks? Or ford guys swapping duramax diesel engines into their fords? lol no, Chevy and ford guys are swapping 12 and 24v into everything and are put in anything with and with out 4 wheels, boats, yachts, forklifts, man lifts, fed ex trucks, bread trucks, generators, water pumps, welders, dump trucks, even ford medium duty trucks!! Haha, *slap*, garbage trucks, heavy machinery, military equipment, you name it. You don’t see the military running powerstroke engines in their vehicle do ya? No.
My point made…
The gasse v10’s were made to fill a gap in where the v8’s could fill and the cost of the Cummins diesel wasn’t justified being spent. And the v10 was the option, and it wasn’t a very good one. Most people that got the v10 engine option regretted it and wished they had just got the Cummins diesel. The Cummins had every thing better about it, better milage, better reliability, easier maintenance, etc, and they’ll run forever! And they could be made insanely powerful with little mods while still getting 20+ mpg all day long while towing a big trailer!
There’s a guy on TH-cam recently that turbo’s his dodge v10 secound gen. It’s pretty wild. ‘Diesel laboratories’ on u tube, it’s cool to watch, but not practical. He blew it up sky high lol as expected. They weren’t ment for a big turbo to boost it. They weren’t even a high rpm b20
Like the viper v10 engine Power plant. They share absolutely nothing in common with the viper v10’s. The vipers sound like a pissed off bumble bee when you put long tube headers And a 4” exhaust on them, I’ve driven and worked on one of the dodge viper trucks, it was cool, wasn’t really that fast. But it was neat to pop the hood on and see the viper red valve covers. Too bad they didn’t make them in 4wd. The reason was they didn’t do 4wd viper v10 trucks was the oil pan was so huge it was in the way of a front differential. I’ve looked at one and what it would take to make 4wd and it’s do able with a 4-6” lift kit to make room for the huge oil pan on the viper v10. It’d be cool to do. Them viper v10 trucks are getting hard to find, they didn’t make many of them in like 2002ish or what ever…they weren’t popular, I wanna say they only made like
Less than 10,000 of them, in the 7,000 numbers range, I dunno a Google search would tell ya. My
Point is even tho they had the viper v10, they didn’t make all that much power as compared to the v8’s of the time. The viper b20 had such a small bore and short stroke kinda like a Ferrari, and that’s why they sound all raspy and bumble be pissed off at high rpm’s. A NA v8 of todays technology or even any LS platformed v8 with an alum block and alumn heads can be built
Up to make more power and torque than a regular dodge v10 or even a viper v10. That’s why they flopped, there was no benefit in them and they were terrible on gas in an age when gas went from .98 cents a gallon to over $2.00 a gallon by 9-11 times. If gas had stayed 90 cents a gallon they the 2000’s then heck ya I’m sure we would have seen the ford and dodge v10’s catch on and actually go somewhere instead of flopping. The good news is your v10 truck can be easily swaped to a Cummins diesel, and is all the same frame and everything as a diesel version. So no custom or major mods are needed. You should even have the same auto trans as the diesel version.
I’m sold take my money. I have a 12 valve that would be sick with an Allison behind it
You can do a manual swap cheaper. And it’ll still be stronger.
@@Moose400ex it’s got the NV 4500 in it, which is plenty strong for what I do with it. I just think that Allison setup would be sweet.
Has anyone been in contact with cac? Having no luck getting them on the phone
The phones have been crazy around here. Let me know if anyone followed back up with you.
Was ready to pull the trigger for an 03 dodge ram conversion. Never heard back feo. Anyone.
Are you guys still in business now.
You want to sell that supra
He actually has thought about it recently, He has tons of brand new in box OEM parts for it, Everything needed to build the car, but the price is gonna reflect that.
$15,000 transmission in a $30,000 truck. 😂😂😂😂😂😂
Or you can spend $90,000 for a new truck that's even less reliable.
And this is the part that’s gunna turn away a lot of people. A manual swap will be cheaper in the long run, all the parts can be sorted from a parts truck, a junk yard or scrounged together, will no custom programming, expensive custom adapters, standalone modules and programming. Advance adapters has endless solutions to adapt any type of trans case to any type of transmission but they get very pricey! Stand alone modules and programming are not as simple as you think that not just anyone can do from home if something goes wrong. I really just think a manual swap is the makes the most sense, cost wise and parts wise. Everything can be sourced by buying a junk rusty parts truck, for cheap. Couple thousand bucks gets you everything you need and a good running transmission or steady a builder core that can be sent to really any reputable transmission shop for a low cost freshen up. Manuals They’re not complicated. Any reputable trans shop should be able to freshen one up for a reasonable cost. Custom length drive shafts, stand alone modules, programming, adapters the list goes on. With a manual swap the only situation of needing any type of custom advance adapters is if you choose to run a weird configuration trans and t case. But the ultimate bullet proof set up behind a Cummins 12, 24v or 6.7L would be a nv5600 trans with a manually floor shifted np241DHD t case, none of that electronic crap! I wanna feel the level engage in 4wd not turn a knob and watch a blinking light and cross my fingers and hope it goes into 4wd and the light turns solid and nothing grinds or goes ‘clunk’.
A NP205 transfer case, from older fords, and square body chevys and first gen dodges trucks are nuke proof, all cast iron hunks of metal that last forever. They call them the ‘rock crusher t case’ for a reason. They have been known to run for thousands of
Miles with no oil in them, gear to gear driven cast iron behemoths. Gear to gear is waaay better than anything chain driven. The np241DHD t case (DHD standing for ‘diesel heavy duty’) is the biggest manually shifted t case that came in the ‘01-‘02 secound gens. There’s the np241DLD (dld standing for ‘diesel light duty’) so it’s not as burly as the DHD t cases. Anything newer these days is gunna be an alumn. Chain driven t case. Adapting a np205 to a nv5600, nv4500, and on the first gen’s dodges, with the get rag 5 speed bolted right up. There’s always the option of running a divorced np205 t case like the old fords did back in the early 70’s. Not out of the question and do able. With little to no custom fab and engineering head scratcher problems to solve. I wonder with the Alison conversions is driveshafts end up being to long or to short, I guess it depends on the application and vehicle. But any time you’re doing a trans or t case swap or anything a trip to the custom driveline shop is going to be required, shortening drive shafts is cheaper than lengthening and re tubing a driveline can be $800-$1000. Shortening and chopping it down can be as little as $150, have em slap in some new u joints and a fresh coat of gloss black, and spin it up for balance and it’s done! Easy peasey. Change yokes flanges, cv doubble cardone joints adds to the cost considerably. If there’s a possibility of upsizing your u joints and going bigger, do it! Bigger is always better. Some of the see u joints on factory OE drive lines are rink-a-dink itty bitty cute little things that they look like a kids toy. I want big burly massive u joints and needle bearings that are greaseable! If it ain’t greaseable it’s junk. Stay away from the off the shelf cookie cutter auto parts store cheap china made crap they sell at autozone, orlieys, Napa etc. they are junk and don’t last, ya it’ll get us down the road but they won’t last 15k-20k miles. Always use a factory OE dana spicer drive line parts. Just make sure it’s greaseable!
Seriously tho I’d consider and look into a manual swap before any of this Alison swap stuff, no one in their right mind is gunna throw $15,000-$20k at a trans swap. I’m sure the Alison trans alone with torque converter alone is $7500, then adapters aren’t cheap, $800-$1000 for a t case adapter or trans belt housing adapter. Custom drive lines, another couple grand, the list goes on and and on, everything for a manual swap again can be squire by buying an entire parts truck, picking off what you need, drive lines and all, and anything left over, sell
Off the parts, first or second gen parts bring a premium if they are hot parts!
And a manual swap can be done on your garage floor, you don’t have to take it to a shop or have a big fancy set up or a lift even. It’s doable on the garage or shop floor! A manual swap can be done on the budget cheap, for the cost of a parts truck, amassing all the parts one by one on eBay is the expensive way to do it. Junkyards are the way to go or find a parts truck, you could easily end up all said and done with it costing nothing at all but your time and labor!
I got all excited seeing your name thinking you might be in CA.... California. Unfortunately you are completely on the other side of the country
LOL yeah we get that a lot, We have quite a few systems running around out there. If we can help you just let us know.
Cool and all. But wouldn’t a manual swap just be easier and better? A nv5600 is absolutely nuke proof. Tried true and proven, the best and the heaviest you can get. A nv5600 is actually considered a medium duty, not a light duty truck trans, it’s up there with an Eaton fuller super 6 out of a dump truck!
While an Alison is considered the best out of all the auto slush boxes out there. It just seems like a little of programming, loosing PRNDL having to modify this and that, stand alone modules, your basically telling the truck for all intensive porpoises it’s now a ‘manual transmission’ truck now. Just skip all the all the other stuff and modifications, adapters, reprogramming and stand alone modules and make it a manual transmission? I like your about fallibility but the most reliable trans is a manual nv5600 lol. It’s sustainable, reliable, and the biggest and the best. G56’s are al alumn housing case, and are known to crack. Nv4500’s have the 5th but issue and require internal mods and beefing up. An Eaton fuller super 6 would be way over kill like putting in a 10 or 23 speed in. Some people have done that and it’s excessive for sure, on top of that not many normal folks know how to drive a split range transmission. Manual transmissions are kind of a dying thing for the younger generations and a good Anti theft device lol.
Ya there’s some little things about a nv5600
Like overfilling it by one what from the top to make sure the input and output shaft bearings get proper lube. There’s 2 different input shaft diameter nv5600’s the earlier ones had a smaller 1 1/4” input. The later ones in like ‘01-‘03ish had a bigger 1 3/8” input. Clutches are easily solved with a south end or vlair dual disk or their new organic single disc street clutch will take anything that a normal my driven daily can throw at it south of 500-600hp.
I dunno it just seems to me like pushing a manual weapons be easier and better realibility, sustainability etc etc like your preaching. They are tried and true and it’s a shame the OE manufactures have gotten away from them, then you can’t even order a ford Chevy or dodge with a manual transmission after what 2018ish? Thats lame. My ‘06 mega cab 5.9 Cummins I had built to the hilt I had to put a $9500 stage 5 billet bullet proof transmission in. After I sold the truck I guess the kid that bought it had issues with it but that wasn’t my problem heh. I wish I would have manual swaped it with a g56
Or a nv5600. Prolly would have used a g56 as that’s what would have came OE in it for that year just to keep everything as it would have been factory OE. All the first gen 12 valve Cummins I’ve had over the years 2wd and 4wd have been manual 5 speed get rag units. The ‘93 wd trucking had that I built was originally an automatic that I swaped a getrag I had laying around into as I had everything to do a swap paying on the garage floor from a parts truck ‘91 that I picked up for $800 that we took the motor out of for
My buddies 1 ton square body suburban on 40” swampies. Every bit of that rust free truck we sold off and used lol. Some dude from Kansas even bought the bare frame and the cab haha.
The getrag actually isn’t a terrible 5 speed trans. They’re better than the nv4500’s! They don’t come apart internally like the 4500’s do. A get rag is actually capable of quite of bit of power. And The clutch will
Always be the link.
Alison’s are expensive expensive, they’re over built ya. But a manual will always be stronger. I dot. Want computers and modules and sensors telling me how to drive my truck. If I want to shift gears and cloud the sun with black smoke then that’s what I want it to do. Autos build up to
Much heat. Most of the heat is generated in the torque converter, which is always going to be a weak link. Out of curiosity what torque converters are you guys running? Are you building your own? Are you running a billet triple disc converter?
none of the vehicles in the video except for the big trucks have Allison's I guarantee it
You'd be surprised, The land rover in the background has a 4bt and an Allison in it, The Jeep is next on the chopping block, The 1946 fire truck in the back will be after that. We Love doing odd ball stuff.
These folks by far have the best... product out there the only downside is that the transmission housing those not match the Cummins engine, Without having to do some modification to the block.