A stand-alone harness and TCM can be purchased separately if necessary. If you buy one of the medium-duty controller setups, then they will supply a harness and suitably flashed TCM as needed. That is all relatively straightforward. It just costs money.After a lot of research, I managed to track down a 6 speed Allison 1000 from what I believe was a 2007 6.6 Duramax. The trans itself is July 2007 build. It's a 2 wheel drive trans but that will have to do for now, given the circumstances. It's missing the harness (it shouldn't be hard to buy one online?). I'm not sure about the TCM if it's there or not, but would it be a problem if I bought the trans without it? I don't think I'll ever reflash the stock TCM myself or even find someone who would do it without messing things up first. From my understanding I can buy an aftermarket standalone controller, that would come pre-flashed, am I m
It's been done umpteen times. Why do you think there would be a problem fitting it to your specific engine?My question is, would I have any issues fitting this specific trans to my Cummins (It's an 89 12 valve non-intercooled, intercooler will be added later)?
This has all been covered numerous times in this thread, but here it is again:And what parts would I also need to make the swap. I know this may have been asked a few time before but I can't seem to make a definitive list of parts that I will need to make the swap. Other than the trans adapter and necessary flexplate/bolts, what else would I need (TCM, wiring harness,...etc)? What about throttle input for the trans?
The engine and trans are going into a 1978 Dodge truck, so there shouldn't be any major electrical issues, everything is pretty much mechanical, so I shouldn't have to hack into the wiring harness to make it work with an ECU/ECM.
Any input would be appreciated, I'm about to pull the trigger on the trans but I need to make sure I have everything else to make the swap go as trouble-free as possible.
Excuse the low quality pics, I was sent them by the guy who's selling. I'll go see it in person if it's the the right transmission.
1) You need to mount the transmission to the engine. You have two basic options: Either use SAE #3 (SAE #2 is too big for most pickups) or the GM bellhousing.
If you choose SAE#3, you need the SAE#3 flywheel housing for a B series front gear train engine, SAE #3 bell housing for the Allison, SAE #3 flexplate and converter/flexplate pilot for the Cummins B series, and the SAE #3 flexplate-to-converter mounting ring (a conical shaped ring that attaches the converter to the flexplate). That is five components. You also need the particular starter for whatever SAE #3 housing you get. I would highly recommend ONLY using an SAE #3 housing with a left-side mount starter to avoid exhaust interference. You will likely have to do some removal of various mounting bosses and protrusions on the flywheel housing. Not a big deal.
If you choose to go the GM bellhousing route, then your only realistic option is the Destroked flywheel housing and flexplate kit. It uses the GM bellhousing already on the 07 Allison you are looking at. The other item needed is an expensive Ford 6.0 Powerstroke starter, which mounts on the right side. You can get the whole kit and kaboodle from Destroked; adapters and electronics for stand-alone operation. I don't personally care for the Destroked stuff (or anyone else's stand-alone solutions for that matter), but it more or less works and is the easiest way from A to B if you want to stick with the GM bellhousing and not shop separately for your electronics. Note that you CAN use the Destroked adapter hardware and another outfit's electronics, or vice-versa. Most guys choose a single source for everything though, for obvious reasons.
2) You need the electronics. ALL controllers will use the OE Allison TCM. There's three basic methods in use: the first is to use a medium duty OS in the TCM which takes throttle inputs directly from a potentiometer-type TPS. Every one of these I have driven shifts just like a medium duty truck, which is to say it shifts like a GM Allison TCM stuck in tow/haul mode. I'm also pretty sure they have no option for a 4WD low range shift schedule. This isn't tragic, but it's nice having a softer shift schedule with different shift points in low range, as well as being able to run the output speed sensor on the t-case output rather than scabbing it into the trans-to-tcase adapter.
The second control option is to use an 8.1L gas OS in the Allison TCM. This gives all the goodies of a GM TCM cal, and allows you to use a common off-the-shelf Cat (or Ford, according to some folks) TPS with a PWM output. The two main complaints with this option are lack of tow/haul without wiring in a compatible BCM or some other box to communicate tow/haul button requests to the TCM, and the fact that the TPS input doesn't give full range on the TCM input. As mentioned, tow/haul can be done with extra boxes and wiring. The apparent limit on TPS input range can be worked around with proper scaling of the calibration tables. It isn't a perfect option, but it does get the job done and I have a few trucks out there running with this setup that I did in years past.
The third option is to use a TCM with the GM OS used in Duramax applications. This requires an interface controller capable of sending the required signals via GMLAN to the TCM. I'm not sure if the Destroked kit uses this method, or method #2 with an auxiliary box, but either can work. If the interface is done correctly, you will have access to all features of the GM OS in the Allison TCM. If it's done correctly AND you have electronic engine controls then you will also have defuel capability, which massively increases the amount of torque the trans can reliably handle.
That's pretty much it.