Posted by scott
on 7/11/2009, 12:44:25, in reply to "Re: Dana 44 Axles"
99.48.61.164
BTW, not sure if it's known, but the T90C first gear is 3.34:1 (T90A 2.79 and T90J 2.98).
--Previous Message--
: Jesse, I've been addressing...trying to answer
: small questions...you seem to have more of a
: big picture understanding. Would you mind
: looking over a conversion to a '62 FC150 I'm
: contemplating and provide advice? My goal
: being to give the truck a second life and
: have it on the road as much as
: possible...daily.
:
: Engine: 3800 Series II
: Bellhousing: 2.8 mid-80s Camaro
: Adaptor: Novak
: (http://www.novak-adapt.com/catalog/kits_cx.htm)
: T90C
: Dana 18
: Warn Overdrive
: 29" tire (will this allow for proper
: steering and travel?)
:
: I've been using the calculator on,
: http://www.novak-adapt.com/knowledge/gearing.htm
: , to help determine which components to use.
:
: Crawl Rate:
:
: Stock components: 44
: Convert to 4.10 axles: 34 (I believe this is
: the issue you're addressing)
: Convert to 4.10 axles and 3.15 gear Dana 18:
: 43 (is this a solution?)
:
: Cruising RPM:
:
: Stock components (with overdrive): 45mph =
: 2218 rpm
:
: Conversion: 2218 rpm = 62 mph
:
: I'd appreciate all advice...from anyone...
:
:
:
: --Previous Message--
: I hope you two have really thought all of
: this
: out, and are not disappointed later.
: The changes you are doing are drastic
: changes on the gearing, hopefully you are
: planning on full engine and trans repower.
: The stock F-134 engine is able to move the
: FC-150 up a steep driveway, without going to
: low range, down hill the engine will hold
: the truck, coming down steep hills. The best
: torque range is at the lower rpm, compared
: to a V8 that needs to be wound up to get
: torque, the reason you have low gears is
: because the little FC-150 F-134 works best
: to move a truck that is almost as heavy as
: the FC-170.
: To give you an idea, how it works, 5.38/4.09
: = .76 Try this exercise, start out from
: standinig still start, or go up a steep
: driveway in 2nd gear, high range on the
: transfer case, now imagine going down a big
: hill in second gear instead of having the
: low first. Then imagine, you can slowly get
: it to go a little faster on flat ground, in
: high gear, you are in the slow lane at say
: 50 mph, the traffic slows down, if you give
: it gas there is no torque or power, are you
: going to put it in second gear on the
: highway?
: The yoke matches the new pinion gear,
: typically the ring gear diameter matches
: the carrier diameter, the new smaller
: diameter ring gear needs to have a carrier
: that it will match to be bolted on.
: Now the bad stuff, if you are repowering HP
: V6 or V8 and using an adapter, even the best
: rebuilt T-90/D-18, will wear the sincros
: quicker because the trans gears are now
: turning faster, these T-90s have weak
: syncros anyway, this is when it pops out of
: gear. Changing engines with an adapter,
: nothing has improved or changed on the
: trans, to the T-90 it is still like taking
: off in second, when starting from a standing
: still start, except that you have more
: power, at this point the FC will move
: quicker by slipping the clutch, to get the
: power / torque curve. Worse is that poping
: the clutch will break gears.
: I know the magazines and a lot of flat
: fender CJ people will disagree, because it
: is not unusual to read about a rock crawler,
: CJ2a with a 500hp SBC adapted to a
: T-90/D-20, but remember, the math, the
: torque / torsion on a rock crawler, has
: divided all the power on all 4 wheels, in
: the dirt it is usually not on pavement,
: usually offroad, if it breaks it goes home
: on the trailer that brought it. Thousands of
: adapters have been sold with no problems,
: that is correct the adapters never break.
: Primary use of an FC-150 is in 2 Wheel
: drive, on roads that are paved, the way the
: math works is that on a conventional older
: CJ2a the load is on all 4 wheels that means
: that on pavement half the wieght is on the
: rear wheels, on an FC-150 almost all the
: wieght is on the front wheels, on dirty or
: dusty pavement with a little incline, a
: stock FC will spin the rear wheels, with
: taller gears it will get worse, backing up a
: driveway or with a trailer will be next to
: impossible, with or without repower.
: The repowered FC-150 and FC-170 with good
: steering and suspension, with taller gears
: are great with all components matching the
: new repower, best is with an automatic, and
: no adapter.
: An argument is that later model Jeep
: vehicles had V8s, these usually had heavy
: duty automatics or 4 speed truck trans, not
: a T-90, or the older hard to get FC 4
: speeds, these are almost impossible to adapt
: to and they are not a 4th gear overdrive,
: only a 3 speed with a lower granny gear.
: most later model V8s are full time 4x4
: because in addition to the axle
: differentials, most later model full time
: transfer cases have an additional
: differential in the transfer case to divide
: up the torque.
: OK the good news is, I can recommend an
: easier simple way, that I have used myself.
: anyone that was at my Roundup this year,
: that went to Red lobster couldn't help
: seeing Craig driving on the Highway at 65
: with 12 people aboard his new tour Jeep,
: there we were accelerating getting on the
: freeway, Troy Fry in his new high
: performance Vortec 454 M-677 Freeway hauler
: and I was in my 383 SBC #1 M-677, ahead of
: us was Craig on the freeway with a flat head
: 6, yes he can do that and with stock rear
: end gears, the addition of a new
: aftermarket Advance adapter Saturn
: Overdrive, not adapted, but added on the
: back of the stock transfer case, no change
: is required to the original driveshafts.
: How does it work? The low rpm torque is
: divided by 6 gears or X 2 with the transfer
: case. By split shifting in the best torque
: RPM range you can go 1st gear direct drive,
: shift the OD to High range, shift next to
: 2nd direct drive, I know it sounds
: complicated, but it does give you a tru
: close range 6 speed or double the amount if
: you count the transfer case. better power
: better mileage, it pays for itself in gas
: saving. Having a shop rebuild 2 axles plus
: parts, then spend more on gas and then have
: to replace clutch discs sooner, have you
: seen the poor quality of the new made in
: india clutch kits and plan on breaking gears
: as they do break, going a little faster is
: costly, the guys on the counter will say
: they have never had problems, well here is
: what is told to the buyer, just be careful,
: I have never met anybody that has ever had a
: Jeep that was not putting the foot down on
: the gas pedal, or slowly letting the clutch
: slip out.
: I'm trying to save you of all that fun of
: going signal to signal, in bumper to bumper
: traffic, being so careful to let the clutch
: out slowly or it will bog, it is even more
: fun on an incline waiting for the light to
: change, because 1st gear needs a lot more
: gas and you really need to let the clutch
: out real slowly.
: With all that said be thinking, remember the
: FC-150 has a very short wheelbase.
: I hope all this has helped somebody.
: --Previous Message--
: Looks like I maybe wrong on the requirement
: for the reverse gear set requirement on the
: front axle.
: I just checked Genuine Gear and they list
: the kits as the same. That?s why someone
: smarter than me changed the gears. You can
: look on WWW.drivetrainwarehouse.com it gives
: you a lot of information and different
: manufactures. The box I have listed the part
: number as G/GD44-409 so it?s actually a 4:09
: ratio also the yokes were changed and I?m
: not sure why, I?m assuming there must have
: been some issue with the spline count. But
: now you know why someone smarter than me did
: it.
:
: Good Luck
:
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