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I'm not one for documenting my projects. I have wanted more from my transmission since the first time I used it as a tow vehicle. I waffled and searched for years on Allison conversions and found the end user information to be very limited for the powerstroke. I was only able to find a single person on facebook that actually had the conversion. So here is my attempt to document something for the next guy that's interested in the swap.
My Ex is a 340,000 mile 2002 4x4 7.3. I have 160cc injectors and a Stage 1 Gen 2 KC300x 63/68 turbo. It has the 06+ axle swap with 4.30 gears, an Eaton Truetrac in the rear and ARB locker out front. I'm lifted about 2.5" (for an F250) and running 35" tires. I use the truck mostly for towing, occasional family mover. This project has developed from my planned first retirement trip in a few years. We are going to get a travel trailer and spend a couple months park hopping on our way back to the east coast from the west coast.
I haven't found the blank space on the calendar to start the work, probably early next year at this point. Once I complete the transmission swap I plan to add an exhaust brake and then i'll be done, for a little bit at least.
Very interested in the conversion myself. I have the same truck with less mileage and about to undergo a update similar to yours. I'm debating doing the work myself or farm out the projects. Looking forward to your progress.
I'm not one for documenting my projects. I have wanted more from my transmission since the first time I used it as a tow vehicle. I waffled and searched for years on Allison conversions and found the end user information to be very limited for the powerstroke. I was only able to find a single person on facebook that actually had the conversion. So here is my attempt to document something for the next guy that's interested in the swap.
My Ex is a 340,000 mile 2002 4x4 7.3. I have 160cc injectors and a Stage 1 Gen 2 KC300x 63/68 turbo. It has the 06+ axle swap with 4.30 gears, an Eaton Truetrac in the rear and ARB locker out front. I'm lifted about 2.5" (for an F250) and running 35" tires. I use the truck mostly for towing, occasional family mover. This project has developed from my planned first retirement trip in a few years. We are going to get a travel trailer and spend a couple months park hopping on our way back to the east coast from the west coast.
I haven't found the blank space on the calendar to start the work, probably early next year at this point. Once I complete the transmission swap I plan to add an exhaust brake and then i'll be done, for a little bit at least.
No real progress to speak of. I’ve yet to hammer down a date on the calendar to do the swap, I think I can do it in four days, but I’m going to set aside nine. In the mean time I am compiling a physical parts and a running list of stuff to buy.
I am going to use a Banks transmission pan as it seemed to be the perfect middle ground in that it has a provision to run a temperature probe and it’s not a full blown deep pan.
The conundrum I’ve been steadily researching for several days is what to do with the cooler lines. I want to retain the oil to water cooler in the radiator, but it’s 3/8” line and I don’t want to neck it down that far. I looks like 5/8” is optimal for the Allison. CAC recommends at least 1/2”. I think the solution will be an aluminum radiator and sending it to be modified for 10an fittings and I’ll do the same with the air to oil cooler. I’ve sent an email to diesel site to see what size their fittings are on their 40 row cooler, I anticipate it’s 1/2”. CAC includes a Derale thermostatic bypass that is 1/2” NPT but, if I’m going to modify a radiator and cooler, I’ll spring for a 10an thermostatic bypass also.
Additionally, I am considering replacing the rear main seal. For no other reason than it’s old and it’ll be convenient to do so.
Originally Posted by bwguardian
Did you get the transmission conversion kit from a company in Florida...can't recall the name of it right now...
Contrary to Mark Kalosky (sp)
I bypassed the Radiator when I installed the Ford 6.0 ATF cooler on my truck.
the TFT temps have never, ever, gotten near the hot zone, even when towing 8000 lbs up Loveland Pass.
I did it because I do not want to Risk a Strawberry milkshake.
I have certainly considered bypassing it, but at this point, whats a bit more money and effort. My concern is keeping the transmission temperature under control while towing at low speed.
Is the 4R100 that bad a transmission that it warrants an expensive conversion? I haven't owned a 4r100 in decades but I don't remember hating them, and the 5r110's are freaking great IMHO (I'd take a stock 5r110 over a stock baby Allision 1000 any day of the week).
What has made you throw in the towel (and throw in your wallet) with the 4r100 to Allison conversion?
...
Is the 4R100 that bad a transmission that it warrants an expensive conversion? I haven't owned a 4r100 in decades but I don't remember hating them, and the 5r110's are freaking great IMHO (I'd take a stock 5r110 over a stock baby Allision 1000 any day of the week).
What has made you throw in the towel (and throw in your wallet) with the 4r100 to Allison conversion?
...
The 4R100 has not let me down mechanically in the decade I’ve had the truck.
I’ll agree that the 5R110 is a much better transmission, but from my research it is not readily or practically swappable behind my 7.3.
CAC advertises that they use Allison programming which seems to be much better than the GM based programming.
to answer your question, I am making the leap because I am not satisfied with the option of gears in the 4R100, especially when towing up a grade. I also don’t like that the transmission coasts when down shifting. I’d like to bring the truck a little closer to this decade without buying a new truck and I guess most importantly I wanted to try it, I can afford it, and I’m going to keep the truck forever.
I'm not one for documenting my projects. I have wanted more from my transmission since the first time I used it as a tow vehicle. I waffled and searched for years on Allison conversions and found the end user information to be very limited for the powerstroke. I was only able to find a single person on facebook that actually had the conversion. So here is my attempt to document something for the next guy that's interested in the swap.
My Ex is a 340,000 mile 2002 4x4 7.3. I have 160cc injectors and a Stage 1 Gen 2 KC300x 63/68 turbo. It has the 06+ axle swap with 4.30 gears, an Eaton Truetrac in the rear and ARB locker out front. I'm lifted about 2.5" (for an F250) and running 35" tires. I use the truck mostly for towing, occasional family mover. This project has developed from my planned first retirement trip in a few years. We are going to get a travel trailer and spend a couple months park hopping on our way back to the east coast from the west coast.
I haven't found the blank space on the calendar to start the work, probably early next year at this point. Once I complete the transmission swap I plan to add an exhaust brake and then i'll be done, for a little bit at least.
looking forward to your project information and updates, I have talked to CA a few times regarding this swap, I have a similar setup with almost 400k and the KC turbos tow package, I’m on my second rebuild on a built 4r100, I'm really interested in the 6 gear configuration and possible fuel savings and towing contribution
well, the conversion has been scheduled for the middle of Feb.
I really wanted to run a 5/8'' cooling system for the transmission, but the custom radiator shops who would return my calls and emails only go up to 1/2'' for the liquid to liquid cooler. There are a surprising amount of shops that are centric to building custom radiators that will not entertain building a custom radiator. Any who, I have a true 1/2'' system on the way with thermostatic bypass. Since I will be replacing the radiator and the transmission cooler I figured I may as well replace the intercooler to an all aluminum one and since the coolant will be drained I may as well replace my water pump for the one with the attached coolant filter so I can make room up top for a PSC pump down the road. The parts pile grows by the day.
No real progress to speak of. I’ve yet to hammer down a date on the calendar to do the swap, I think I can do it in four days, but I’m going to set aside nine. In the mean time I am compiling a physical parts and a running list of stuff to buy.
I am going to use a Banks transmission pan as it seemed to be the perfect middle ground in that it has a provision to run a temperature probe and it’s not a full blown deep pan.
The conundrum I’ve been steadily researching for several days is what to do with the cooler lines. I want to retain the oil to water cooler in the radiator, but it’s 3/8” line and I don’t want to neck it down that far. I looks like 5/8” is optimal for the Allison. CAC recommends at least 1/2”. I think the solution will be an aluminum radiator and sending it to be modified for 10an fittings and I’ll do the same with the air to oil cooler. I’ve sent an email to diesel site to see what size their fittings are on their 40 row cooler, I anticipate it’s 1/2”. CAC includes a Derale thermostatic bypass that is 1/2” NPT but, if I’m going to modify a radiator and cooler, I’ll spring for a 10an thermostatic bypass also.
Additionally, I am considering replacing the rear main seal. For no other reason than it’s old and it’ll be convenient to do so.
I did get the kit from CA Conversions out of FL.
how much does the conversion run. I have a 2002 7.3 2wd excursion
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