well i'm starting to piece things together for the swap. i have a lead on an engine to transmission adaptor plate. problem is; its off a 05 5.9L... just double checking that a 47rh will bolt up to this. i'd like a deffinate answer ASAP i dont want this to "slip" away

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well i'm going to buy it. flex plates and converters are the same from 94-07 so i'm guessing bolt pattern stays the same too... if not anybody want an adaptor plate?

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37 views and no input? granted it was only 93 bucks shipped but that could have been 93 bucks shipped for the correct part... still hoping its right. also what should i reduce the gearing to in the rear end? i've seen a video of a first gen with the swap and it causes the truck to lug more than get up and go with the 3.07's. i believe the parents truck with the 47rh uses a 3.8_ sumthin gear ration. i figure a 3.5_ somethin ratio in the 89 will keep alot of top end with out demilishing the low end.

 

I have no clue, this would be a better thread to have in teh 2nd gen section seeing as how its thier adaptor plate you want not ours.

 

thanks bobby... solid advice bud. i was just hoping other guys that did the swap would be able to chime in and give me some info... worst case scenario i get an updated trans and a stand alone controller... yes more electronics and expensive but i dont mind the electronics and expensive... well i'll deal with it

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so; i'm on a pretty good start... i have the adaptor plate on its way, a heavier duty flex plate, and i just got done ordering all the stuff i need for the trans cooler. stainless steel shielded hose, -AN fittings, case fitting adapters, and a cooler with a thermostatically controlled fan. its only a dent in the parts list but its progress. still need the starter, TC and transmission. anyone have a lead on 47rh with a good case and internals? i dont really care if the clutches are burnt up. i'm going to have it rebuilt and beefed up anyways.

 

First of all, 05's didn't have a 47rh. Nor did they have a 47re. They had a 48re.

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As for the converter plate required, I wouldn't know.

 

i know that they didnt have the 47RH begle... 47RH's were only in the 94 and 95 cummins. i'm just looking for confirmation that bell housing bolt patterns are the same. i imagine they are as a good bit of the parts are interchangable. input shafts, intermediate shafts, flex plates, torque convertors, and trans pans are all listed as the same... depending on the site you're looking.

 

The Engine adapter plate is different between the CR and the 12/24V. On the 12V/24V the Cam has a freeze plug that seals the back of the block, where the CR uses an oring to seal the cam journal. Other than that, I do believe they are the same. Don't install the o ring and I think you will be fine.

Yes the bolt pattern is the same, and converter as well. Flex plate is the same.

As for controlling the RH, you can mount 2 switches to control OD and Lock up. You will just need to tie the center pin on the trans wiring into a key on +12V circuit. Then the switches need to ground out.

 

dieselnut you are officially my new best friend as for the lock up i'm going to talk with my transmission guy and see if he can hook up a pressure gauge and find out what PSI it shifts into 2nd and see about getting a pressure switch to control lock up from 2nd up (with billet input and intermediate shaft of course) then OD will be on a switch. that way i dont have to always kick it out of lock up when rolling to a stop, of course i may throw an override switch in just for fun.

as for the O-ring i did notice that in the picture of the adaptor plate. couldnt it be "extra" protection if that cam plug ever decided to start leaking? i mean idk if the block has a little bit of a recess for the o ring to sit in or if it just presses against the block since the o ring groove is cut in the adaptor, if all else like you said i'll just yank it out. thanks again

 

well got to thinking, might as well put an auxilary filtrating system on it while i'm at it. filter, filter base and -AN fittings hit me for 73 bucks... better than the 280 sum that BD wants for virtually the same thing who said home brew is a bad thing

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i figure that after i'm done with the swap i'll tally all the parts up, make a list with part numbers and part sources and post it; i dont know about the whole write up thing... i pretty much suck at it, but i could always take pictures and notes/tips and hand it over to someone that could do a much better job than me. let me know if anyone is interested.

 

tower i have a few tidbits that may be helpful. first the gearing. i assume u have a 61 front axle, not a 60. that may limit the available ratios. i know randys ring and pinion (ringpinion.com) has a 4.10 gear set for a 61 but i dont think they have 3.54. it seems most dodges with overdrive autos had 4.10 gears. there were also quite a few with 3.54. (Randy's Ring & Pinion. RPM Calculator.) simple way to see what ur gonna have with different combinations.
the next thing is ur overdrive and lockup. as already said u need +12v at the center pin and switched ground for each of the other 2. the original valve body does not allow lockup unless the main trans is in direct. if ur sitting still with the shifter in drive and u ground the lockup pin nothing happens. once u start moving on the other hand, it will shift into second as usual and then very quickly shift into direct and then almost immediately lock the converter. here u can buy a kit to automaticly control od an lockup (Performance 46RE 47RE 48RE Transmissions Performance 46RE 47RE 48RE Parts)
i am not really sure how mating the t-case to the trans is gonna go. if the output shaft of the new trans is the same as the old one ull be set, otherwise it could get a little interesting. let us know how it works out.

 

i knew about the auto OD and lock up switches that PATC transmission has, to my knowledge and i believe i have read or confirmed that the 208 X-fer case will bolt up to the 47RH just fine. i also believe that its got the 60 up front, i found some literature the other day... i'll take another look to confirm it; but is anyone familiar with -AN fittings? the cooler i got has 1/2 NPT inlet/outlet and i got all 8-AN fittings for the cooler, auxilary filter, hose, and 1/4NPT to 8-AN for the case inlet and outlet and a anti-drain back valve. just wondering what the equivelant of 8 AN is, just makin sure these arent going to end up being too restrictive. i dont figure since case in/out is only 1/4 NPT.

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well; it was a site that Begle supplied and according to it my truck SHOULD have the 60. i believe i looked at the housing before and i dont think i saw any markings. the truck does have the 3.07's tho