1542 conversion to a 1543 supersized project

olympicorange · Apr 12, 2019

so ,... one of the first operational issues I had inside the cab, was the steering wheel was too high, stuck in the 'ol gut. plus made it harder to get in & out , as it was. so after taking some measurements, I decided to shorten the steering column & str. shaft. pretty simple procedure. I cut out 6 inches from each component. now this will differ from person to person. but being 6'5'' and 4ft. long arms...lol.... this decision made life ...good. so here's a few pics of conversion...

olympicorange · Apr 12, 2019

olympicorange said:
so ,... one of the first operational issues I had inside the cab, was the steering wheel was too high, stuck in the 'ol gut. plus made it harder to get in & out , as it was. so after taking some measurements, I decided to shorten the steering column & str. shaft. pretty simple procedure. I cut out 6 inches from each component. now this will differ from person to person. but being 6'5'' and 4ft. long arms...lol.... this decision made life ...good. so here's a few pics of conversion...

steering column mod. note; the orig. mounting clamp area ( unpainted) of where the column was attached before...

redsqwrl · Apr 12, 2019

Yours is one of the first tuckers I saw with the tracks spliced in the improved manner.... then noticed not all of them.
did you do them or did they come to your staggered.

Love the column upgrade.

olympicorange · Apr 12, 2019

good eye r/s …. wish I had a mug to send... if I did I would …. I was way off on the last contest...lol... but all ive had to do so far on these tracks ...is that I replaced the outer belt on the L/F track...was dry rotted. all the other track work was done by the previous owner . he updated it with a M/E. … I can see the theory there. the other three tracks are traditional non-stagger. my con; is that it takes extra work to separate the track...more pieces. no biggie in the shop, but a real drag on the trail.... frozen fingers... no pun intended. thx....

The Sweet Wbj1 · Apr 13, 2019

olympicorange said:
I get into a tangient ..and I foget….''squirrel'' ….like DOUG... trivia question; what movie...

UP!

olympicorange · Apr 13, 2019

wbuffetjr1 said:
UP!

LOL... congrats …

olympicorange · Apr 14, 2019

rear trunnion and pivot shaft......

olympicorange · Apr 16, 2019

olympicorange said:
rear trunnion and pivot shaft......

this winter's past p.m. , before the maiden test drive....

olympicorange · Apr 20, 2019

CAB removed....

olympicorange · Apr 21, 2019

Chrysler 318=2bbL. ; detachment. hyd. pump circuit and components....

olympicorange · Apr 24, 2019

engine removal...

olympicorange · May 2, 2019

took a break from the n.e. weather.... sunshine state....Leesburg bike rally...

olympicorange · May 3, 2019

back onto the project ….trans. removal.... of the 727....

this unit originally had a manual trans...converted over to an auto... due to the lack of flywheel/bellhousing mounting ears/tabs...they fabricated a piece of square stock into a rear trans. mount. as in a vehicular application. instead of the tranny being suspended off the rear of engine...due to lack of mounts. they also made a custom intermediate driveshaft to connect tranny to the transfer case.

olympicorange · May 4, 2019

so...with the 727 removed...next was to dig into the archives ….and pull out an AT545... check the road map in the bottom of the trans. pan... and clean …

MNoutdoors RIP · May 4, 2019

Not sure if your 545 came from a diesel before, but if it came from a gas engine it requires a different governor. Easy to get at under side cover.

redsqwrl · May 5, 2019

Question one:
is the PTO live all the time, or live when in gear?

perhaps one of ea?

Question Two:

Is the governor the only difference?

shift modulator (drivers side) some are electric some are vacumn? I was told they are interchangable, just screw out the electric, screw in the vacumn, setting requires some jam nut adjusting.....

if the governor makes the shift points that most likely would be all that needs to be changed....

olympicorange · May 5, 2019

MNoutdoors said:
Not sure if your 545 came from a diesel before, but if it came from a gas engine it requires a different governor. Easy to get at under side cover.

correct … I haven't run the tag number yet ...it was one of many pieces that came with the purchase of unit... it appears that it did have a p.t.o. mounted to it …. the pan & filter were clean , upon removal, but the mock test run will be the test.....

olympicorange · May 5, 2019

redsqwrl said:
Question one:
is the PTO live all the time, or live when in gear?

perhaps one of ea?

Question Two:

Is the governor the only difference?

shift modulator (drivers side) some are electric some are vacumn? I was told they are interchangable, just screw out the electric, screw in the vacumn, setting requires some jam nut adjusting.....

if the governor makes the shift points that most likely would be all that needs to be changed....

good questions.... q1 ; this one appears to be live in gear....the pto gear free wheels in its current condition. most allisons you have to apply a direction clutch, to stop the pto drive gear from spinning, in order to engage the pto driven gear, to prevent grinding when engaging. q2; this one is an older model, it has a manual kickdown cable (tv) , yes on the drivers side, and adjustable. the only wiring on this unit is the neutral safety switch & b/u switch, also... easy peezy. im old school, like the old mechanical components... I try to stay away from all the electrical units, I do enough of that stuff during the work week...lol....thx

olympicorange · May 5, 2019

redsqwrl said:
Question one:
is the PTO live all the time, or live when in gear?

perhaps one of ea?

Question Two:

Is the governor the only difference?

shift modulator (drivers side) some are electric some are vacumn? I was told they are interchangable, just screw out the electric, screw in the vacumn, setting requires some jam nut adjusting.....

if the governor makes the shift points that most likely would be all that needs to be changed....

good questions.... q1 ; this one appears to be live in gear....the pto gear free wheels in its current condition. most allisons you have to apply a direction clutch, to stop the pto drive gear from spinning, in order to engage the pto driven gear, to prevent grinding when engaging. q2; this one is an older model, it has a manual kickdown cable (tv) , yes on the drivers side, and adjustable. the only wiring on this unit is the neutral safety switch & b/u switch, also... easy peezy. im old school, like the old mechanical components... I try to stay away from all the electrical units, I do enough of that stuff during the work week...lol....thx

MNoutdoors RIP · May 5, 2019

redsqwrl said:
Question one:
is the PTO live all the time, or live when in gear?

perhaps one of ea?

Question Two:

Is the governor the only difference?

shift modulator (drivers side) some are electric some are vacumn? I was told they are interchangable, just screw out the electric, screw in the vacumn, setting requires some jam nut adjusting.....

if the governor makes the shift points that most likely would be all that needs to be changed....

The pto drive gear was a option on the Allison 540. Normally only used in neutral
The pto either needs a clutch pack or if manual engagement the its best to shut the engine off and engage. Shimming is done by varying the gasket thickness

The governor number IIRC is 461 for the Diesels and 460 for the gas they should be marked under 4 bolt plate on side real easy to change

olympicorange · May 8, 2019

hope this sheds alittle more lite on the components , arrangement, alignment, orientation , ...and a few part numbers... clear as mud as they say. ok , so.... these p/n;s ...pertain to the Allison components... the flexplate is 3960058,... another p/n- off the actual flexplate is ...3918959. and a couple of the cummins numbers are … the crankshaft pilot hub assy. to the t/c button is ...5521188 . last time I checked these were n/a. the flywheel housing assy. has a cast # of ...29516467 , … REV A... NOTE ; the ''black'' plug ..is for the engine rotating tool,... and the tin plate is for access to the flexplate hardware. so the one I don't have recorded is the adapter ''ring'' .. which connects the t/c to the flexplate ...so if someone has that in their library ...plz chime in ..much appreciated. just a friendly reminder... this pertains to the cummins 3.9L … and an Allison AT 545 , mating … :smile:

olympicorange · May 8, 2019

sorry about the ''horizontal'' imaging. they are ''vertical'' in my folder... haven't mastered that issue as of yet.....

redsqwrl · May 8, 2019

don't apologize for the pictures. codecs are a mystery to me. I was told that smart phones (I phone and androids) can't agree on the what coding to set as "up". and the orientation of the picture is a function of how it is recorded.

So If you capture the image on a android based phone and manipulate it in a PC Up is coded (blah blah blah)
the Opportunity is this forum and its protocol doesn't know if it is getting a pc image android based, mac based ect... I try really hard to manipulate the images in a PC. and it continues to vary.

Is it true that cummins engines 4B and 6B ISB and QSB all share the same block bolt pattern.?

olympicorange · May 8, 2019

AHHHH... roger that. yes, seems odd that some are posed correctly , and some hang a ''left'',... even though they are all upright on the pc folder. gotta love TECH. so as far as; 4B & 6B ,.. THEY have the same block configuration ; basically , same block design ; lacking 2 cyls. as far as the ISB & QSB , im not 100% sure . but I would say its a pretty good chance. I doubt either would interchange with the old ''orig'' predecessor. mfg. year determines range of interchange , between all models.

olympicorange · May 9, 2019

just a quick note; qsb was designed engines for the agriculture /industrial application,...where as the ISB ...were designed for the highway applications... :thumbup:

redsqwrl · May 9, 2019

I have a qsb from a fed express truck that was T-Boned by a train. ( slow speed in a yard while it was parked for a delivery)

the Gear train for the accessories is on the rear of the engine and I find it quite desirable for the snow cat application i secured it for. the lift pump Power steering pump are tucked in nice and tight. the alternator is inboard as well.
I was not going to run the allison 1000/1100 series transmission that is hanging off it. but now I am thinking to dig in a little to see if there is any merit to it.
it is surprisingly short and has a brake on it.

olympicorange · May 9, 2019

I have an update on parts... I confused two p/n's ...the first flexplate & the crankshaft hub/pilot adapter . so ...the first flexplate p/n is still good , but no avail. currently. and the hub/pilot assy. is still avail. I had reported in reverse . so that's good news today, talking to my cummins/Allison parts guy. the second flexplate p/n is still avail. prices per each range between 300/400. dollars. pardon my ...C.R.S. & sometimers….

olympicorange · May 9, 2019

redsqwrl said:
I have a qsb from a fed express truck that was T-Boned by a train. ( slow speed in a yard while it was parked for a delivery)

the Gear train for the accessories is on the rear of the engine and I find it quite desirable for the snow cat application i secured it for. the lift pump Power steering pump are tucked in nice and tight. the alternator is inboard as well.
I was not going to run the allison 1000/1100 series transmission that is hanging off it. but now I am thinking to dig in a little to see if there is any merit to it.
it is surprisingly short and has a brake on it.

ahhhh… nice pkg. ive been tracking a few of those down myself. I was trying for the older models, non isb , due to trying to keep away from the ecm 's & all the wiring , harnesses, etc. the 1000 are tough . the tag on yours says ''qsb'' … not ''isb'' …. vehicular application... but keeping the complete pkg. together will save a lot of re-engineering …. :thumbup:

olympicorange · May 10, 2019

so,... no pics today … crushed it today with a JD 6310... so off for a new phone 2mrw. but , work continued on the 3.9L BTA. Cleaning , prepping bolt hole threads for the engine rotator. mounted the engine adapter . misc., etc...

olympicorange · May 12, 2019

mounting of the ''B'' series to the engine ''revolver/rotator'' …. here's a good example of why it's a good idea to inspect an engine before putting into service ...especially if uncertain of it's prior history, hours, pm service, etc....a set of brg. inserts is much cheaper than a crankshaft/rods/block, etc...

1542 conversion to a 1543 supersized project

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