Photos of various drive train components. Click on any of the pictures to see a larger, more detailed image.

 

First, here some pictures of a special tooling fixture I made, starting with a similar bellhousing to what is on my transmission. The bellhousing on my tranny is cast in one piece to the tranny housing. A later model transmission had a removable bellhousing, as I have here but both applications are the same. The removable bellhousing came in handy for making this tooling fixture as shown in the pictures to follow.

Here are some shots of the spare input shaft I had around for one of these Warner T8/T9 transmissions. The original application was in 1932 and later ford trucks. One thing I found amusing is that the input shaft spline, which is 1-3/8 ten spline is the same spline as used in the NV5600. In the last picture, the pilot shaft portion of the input shaft is shown with the pilot bushing ball bearing adapter I made.

Here is the Input Shaft Adapter plate I made to allow me to fit the input shaft shown above, to the bell housing in the top photos.

A couple pictures showing the input shaft inserted into the adapter plate.

In the pictures above, the bellhousing fixture is show in different views and states of assembly. Since I am making my own bellhousing adaptor to go from the transmission bellhousing to the Cummins/Chevy pattern flywheel housing. I will haftoo do some careful alignment to insure that the input shaft of the transmission is exactly in line with the crankshaft of the engine. This fixture will assist me in doing that alignment, while being MUCH lighter and easier to handle than the actual transmission. Since the machining is close tolerance, and the input shaft is held in exact position in the bellhousing, as long as this mockup fits my cummins/chevy bellhousing adapter, the actual transmission will as well.

These are a few pics of the flywheel I assembled from the flex plate that came with the cummins engine/ turbo 400 automatic transmission I got, along with a heavy flywheel disc that I machined from 1-3/4 inch thick steel plate. I machined this flywheel to use a large and heavy duty ball bearing as the pilot bearing.

These two photos show the brass pilot bushing adapter that fits inside the ball bearing and onto the pilot shaft of the input shaft on the transmission. I went with brass, since its also a "safety" incase the ball bearing should sieze up for some reason. If that happens then the pilot shaft of the transmission will still spin in the brass bushing, as would be the case if no ball bearing was used at all.

These shots show the 11 inch ford style "long finger" pressure plate in place on the flywheel. Note that the clutch disc is not in place yet.

Here are some pictures that show the main transmission gearbox "married" to the spicer/brownie auxiliary transmission. The main transmission is a Warner T8/T9 manual, non synchronized, spur gear transmission. It must normally be "double clutched" and makes a very loud and distinctive "gear whine" in every gear but HIGH. About 99.9 percent of the drivers in the world would not even accept such a transmission any more, but I like them very much and have very good luck with them. I enjoy double clutching and am willing to tolerate the WHINE. :) The Spicer/Brownie gearbox provides gear ratios as follows: underdrive of 2:1 - direct drive 1:1 and overdrive of .73:1 (the same as in the NV4500 - NV5600) This Spicer/Brownie is exceptionally well built and heavy duty. It would easily take much more power than I am going to be tasking it with, with my little Cummins. The gearbox combination will allow me to "split gears" by combining any of the 4 gears in the main transmission with under/direct/over in the brownie at any time. This gives me 12 forward gears. The output of the brownie box will be connected via a VERY short driveshaft to a New Process 205 transfer case, which with its 2:1 low range will give me a super compound low gear even beyond the tranny/brownie combination and theoretically allow even more gear splitting to be done. All inclusive, I will have 20 usable and distinct forward gears. (not that I need them all or could even recall with out some serious thinking, just what gear each gearbox needs to be in to hit them all. HAHAHA)

The adapter I built to mate them up consists of a plate, one inch thick, which is mounted to the back of the Warner T8/T9 transmission. This plate was machined to house the output shaft seal of the transmission as well. Connected to the plate, you can see the 6 round stand off spacers. These spacers are machined from 1-1/4 inch diameter solid shafting. They in turn, bolt to a second plate that is mounted to the Spicer/Brownie auxiliary transmission. This mount was more difficult to make since it is not just a flat plate. Due to the design of the brownie, a simple flat plate would not work. It took multiple pieces, machined and all welded into one chunk, to make it all work. You can also see the two flanges that bolt together and connect the output shaft of the transmission with the input shaft of the auxiliary transmission. Even though it is a bit complicated, everything came out super rigid and steady. The shafts for the gearbox turn over very nicely and everything is in alignment. I expect it to work quite well. (fingers AND toes crossed) :)

I will add pictures and info as I have it available.

Time for more pics.

 

Here are a couple pictures of the flywheel and the pressure plate with clutch disc bolted into place.

this is with the sectioned off front half of the chevy pattern lakewood scatter shield in place. the shot on the right shows the starter bendix sitting nicely in the cut out.

These shots, show the transmission bellhousing bolted to the flange ring, that will be welded to the back of the lakewood scattershield to make a complete bellhousing. The gear thing in the middle is the input shaft from one of the transmissions that is into the pilot bearing of the crankshaft. That allows everything to be lined up perfectly. Theoretically the real transmission should fit exactly the same.. *fingers crossed*! Note: how I rotated the transmission mounting flange to compensate for the small block chevy pattern being "canted" 10 degrees off parallel with "vertical" of the cummins cylinders. This will put the transmission "straight up" once the Cummins engine is installed in its new home. When I mount it into place, I will install it straight up, unlike it is now, in the fritos van.

This shows the front of the input shaft stabbed into place in the clutch disc. As long as this fits, alignment should be perfect.

These pictures show the front bell housing/adapter section that bolt onto the small block chevy pattern on the flywheel housing and in turn allow the early ford transmission pattern to bolt to it.

These are a couple pictures of the front bellhousing/adapter with the transmission bellhousing that will bolt to it, sitting in place on it. This view also shows how I canted the flange when I welded it onto the lakewood scattershield to compensate for the chevy pattern being "tilted" on the flywheel housing for the 4BT.

This is a couple pics of the front half of the lakewood scattershield bellhousing that I cut off, to allow me to weld the custom flange on.

and finally, a couple shots of that rear portion sitting in place just about where it would have been originally. In this case it is just sitting on top of the flange I welded on. :)