It depends on the box van, some use bells like a light duty truck, some go SAE. It also depends on what you intend to do with the truck. For general driving, you will tire of all the gears if it has anything over the standard 4-5. For heavy towing, more gears keep you in the powerband better. However, don't expect it to be an overdrive transmission generally, as that commonly is handled by having a two-speed rear axle.

 

i went and look at it today its eaton fuller 5 speed and the adapator plate is on one of the engines he has for sale think i can get him to thow it in with the sale. think its worth it? i was planing on makein the truck 4 wheel drive but if i get that tran it might only work if i use a divorce transfer case. i want to use the truck as a daily driver with some power and if i want to play in some mud i can do it to with no problems..

 

Another possible problem is the oil pan. The buses and straight trucks use a deep sump, which won't work with the crossmember on the frame.

Be sure the 5 speed is an overdrive, because you don't want to spin the motor real fast. Your other option at that point is a higher (numerically closer ) gear ratio in the axle.
Check out the trans ID here: Eaton Fuller 5-SpeedTransmissions

 

well i got the serinal number and looked it up here are some of the ratios will it work ok?
FS-4205B
Fifth
1.00
Fourth
1.28
Third
2.13
Second
3.78
First
6.99

 

the two engines i got are from dofge trucks 97 and a 89 so i dont think i will have any problems with the oil pan and i am more then likely going to have to cut my old crossmember out cuz the truck came stock with a 4.9 inline six and i have plans on boxing the whole frame to support the 5.9

 

If the oil pan are from Dodge trucks, they are rear sump, no need to cut your frame at all. The 4.9 cross is the same as any other engine, the only change is where the motor mounts are at, which will have to be removed. You will bolt the Cummins on top of that cross. I didn't box the frame on the 92, and it has no issues at all. If you go 4x4, you will maybe have to do away with it if you go straight axle, but that is out of my department of knowledge. I do know that the oval holes in the frame are where the diesel motor mounts bolt through, and that is what you would use commonly to mount the Cummins as well. However, it depends on how you do your mounts as to what setup you need.

That trans is not an overdrive unit, as 5th gear is 1 to 1. You need one that had a spec of .66 for 5th. There were some, but that one apparently is not one of them.

 

So my top end speed will be somewhere around?? I want to use it I can get it for a good price and all I will need is a transfer case but if it wont work I need to find something else what would u suggest on transmissions? I was thinking about strait axles but I got a rolling 4x4 frame from a 81 4x4 freebee!! but I am a little concerned about the IFS on it even thow it is a old school one are they strong enough? Well the reason I was thinking about boxing the frame in my truck is a ½ ton f150 it had an inline 6 in it and I see urs is an f350 that’s why I am concerned!

 

It depends what you have for a rear gear as to what the top speed will be. With 4.10, somewhere around 50 or so, and that is with the motor howling. Transmission options are pretty open, it depends what you are willing to spend and deal with. Most Ford adapter plates use a powerstroke starter mounted on the passenger side, which is right where the down pipe is. I preferred to keep the starter on the driver side, so it kept me with the Dodge trannies, so we went NV4500.

I would be concerned about the 1/2 ton chassis holding up, more in the bearings and springs than in the frame.

 

thanks for the info! well for springs i plan on going with a lift kit in the front heavy duty springs and shocks rear air bags or add some leafs. well guess i got to start looking for a different trans

 

I know this is an older thread, but I am trying to do something similar. I have an 85 Full size Bronco. I swapped to 1 ton axles several years ago. Front is a 94 Dana 60 from an F350 diesel. I have a donor vehicle, a 92 Dodge W350, with a 12 v cummins and Getrag tranny. I want to swap the entire engine, transmission, into the Ford. I can keep the Ford driver side drop Dana 60, but if I do that, I need to figure out a transfer case to put in. I can swap the dodge Dana 60 passenger side drop axle, but the steering is different, and the width between the leaf springs is different. I'm not sure there is enough room to weld on new spring pads on that one. Ideas?

 

Sorry to jump onto this old thread, but I have a question. Can a driver side drop Dodge NP 205 from a 94 or newer cummins NV 4500 be put onto a 92 cummins getrag? I'm trying to figure out how to keep my Ford driver side drop Dana 60, while swapping donor drivetrain from a 92 dodge cummins W350.

 

My original plan was to try and use all the Dodge running gear, switching to a passenger side drop Dana 60. However, I have since decided that I should be able to use a Ford NP205 transfer case, with 6 bolt flange, mated to the 6 bolt flange transmission adapter currently connecting the Getrag and Dodge NP205. Essentially I will just swap the stock Dodge trans adapter and input gear into/onto the Ford NP205 and voila, drivers drop! From my research, Dodge "copied" Ford's 6 bolt design, so the clocking of the transfer case is symetrical, allowing for the driver's or passenger drop. [/QUOTE]

I know this is an old thread, but I'm trying something similar. did The Ford NP205 transfer case work? I thought the input shaft and mounting were different. I'm trying to figure out a driver side drop transfer case for my 92 Getrag. I wonder if a 94 and up Dodge NP 205 t-case which is driver side drop is compatible with my getrag?

 

I know this is an old thread, but I'm still trying to figure out how to resolve the driver side vs passenger side front axle drop situation. Were you able to make your BorgWarner 1345 work on the Getrag? If so, how did you do it?

 

If you find a 94 or later Dodge transfer case, ALSO from a manual truck you could use that transfer case. But it must be a manual, 29 splines, versus auto 23 spline. I went the route of using an adapter from Advanced adapters which allowed me to mate the Getrag to my BW1345. The adapter is listed as NV4500 to Ford NP205, but the Dodge spec trannies and Ford spec t-cases use the same pattern so it can be used to mate the Getrag and 1345. In a way the first option could be easier. I had to build linkage since all my t-case shifter mounts are now on the passenger side of the Getrag.
So those are your two basic options. I never attempted it, but while the 6 bolt flange is symmetrical on both the Dodge tranny and Ford t-case, I don't believe the clocking is right to allow everything to line up if you simply swapped inputs on a 205.

 

Be careful with re-clocking the newer transfer cases. I know pretty much nothing about it, except I do know the newer transfer cases have a little oil pump inside for lubrication. So do some research and see if it would be ok and pump the oil correctly if you do decide to flip it over. The 205 might be a splash oil type box, so it might not have a problem.