Max, I don't think that Eaton has an input anywhere near the size of the one you are using. As for the size of the #2 bell, yeah it is big but it can be made to fit pretty easy. What you may find difficult is getting the proper depth to the pilot bearing, and the rest as the inputs are very long on these transmissions.
Remember, I don't have a Dodge. This is going in a 73-87 body style Chevy K5 Blazer, and when I got my Cummins it had an SAE #2 housing on it. I looked into fitting it, but it would have needed massive firewall surgery. The Dodge adapter and NV4500 bell needed a 1" body lift in order to have enough clearance without the engine sitting too low or too far forward. In order to get an SAE #2 housing in there I would have to remove a substantial portion of my firewall and lose my interior HVAC boxes. Then there is still the concern of overclutching the trans - the 14" clutches are designed for trucks that weigh more unloaded than my GCW towing the heaviest load I ever plan to tow. It is pretty much guaranteed that they would suck in a truck as light as mine. I think this is something that many potential swappers overlook, especially if the rig is going to be daily driven unloaded.
I did some research on the input shaft situation, and I will try to summarize what I have learned. I have seen these transmissions with 1-1/2" 10 spline inputs, so I knew they exist. What I found is that there are no fewer than
seven different input shafts available for the 5x06, 6x06, 8x06 series.
In the PDF referenced by that link you can scroll to page 3 and look under FS-5306/6306 you will see what I am referring to. This is an older PDF so the newer transmissions aren't listed, but I already know from my research that the inputs interchange between the FS5306, 5406, 6306, 6406, and 8406. Anyway, part # 4301408 is a 1.5" 10 spline shaft with a 25mm pilot, 8.6" overall length from the front face of the trans to the pilot tip, and 2.63" of useable spline. For comparison, we can look at this pic of my 465 with the 1.5" input:
The black line on the pilot indicates how far it sits inside the pilot bearing. Two things to note: This shaft is 8" long vs 8.6" for the Fuller shaft, and the pilot is 1" in length vs .75" for the Fuller shaft. So, the trans needs to set back .60"+.25"=.85". In other words, a spacer approx. 7/8" thick is needed between the NV4500 bell and the Fuller trans. An index lip is needed to locate to the bore in the NV bell, so a piece of aluminum 1.25" thick machined down to the proper dimensions with mounting holes for the bell and trans will make a nice adapter. The corresponding bearing retainer with a sleeve for the TO bearing is part # 3316313. The bearing part numbers listed in the old PDf are incorrect. The proper bearings are part #'s 5202047 (bearing) and 711123 (race). The price from Six States came out to $500 for all of the parts (price is for genuine Eaton Fuller parts - I didn't bother pricing aftermarket rubbish). The only downside to this arrangement is that it is only available for the FS series. FSO inputs are only available in 1.75" BUT.... I have had excellent success in annealing, resplining, and re-carburizing similar parts. If done properly there is no drawbacks, and it would allow a person to turn a 1.75" FSO shaft into a 1.5" push type FSO shaft.
Here's pics of the NV4500 bell sitting in the approx. location where it would mount to the trans:
Just for reference, here is what the 1.5" shaft with the fork and TO bearing will look like in the bell:
I have carefully gone over this plan and there are no show stoppers. I also have the advantage of knowing that the 1.5" shaft and clutch setup with the NV4500 bell works since I have been driving it for over a year now. As long as the Fuller shaft has the same stickout as the 465 when I'm done it will bolt right up.
I should point out that the clutch I have is a South Bend Con-O. It is a 13" high performance clutch, the same in fact as South Bend sells for use with the NV4500, 5600, and G56, except with a 1.5" hub and 25mm pilot bearing. As it turns out, 13" push type clutches are common in smaller MD trucks, so there are off the shelf clutches available. Valeo lists dozens for apps ranging from big block powered trucks to DMax, Cummins, and Cat powered trucks. These clutches are used in SAE #2, SAE #3, and non-SAE housings, and are designed for lower weight class trucks (i.e. Kodiaks, TopKicks, F-550, F-650, etc.). For the SAE Housings, Eaton lists 2 different length SAE #2 bellhousings - 6.625" long and 4.75" long. The longer housings are apparently used for pull type clutches (and are the standard housing), while the short housings are for push type clutches. They also list a short cast iron SAE #3 housing for the 4205, but since the 4xxx have the exact same bolt face and bearing retainer diameter and call for the same SAE #2 bellhousing part numbers as the 5xxx, 6xxx, and 8xxx series, then it is obvious that a person could run this bellhousing on the 6 speeds as well. This would allow a person to use an SAE #3 flywheel housing with a 13" clutch rather than the #2 and 14" clutch, which would allow for easier fitment in many chassis (although it is still bulkier than the Dodge setup).
Anyway, hopefully that all made sense. I am going to go ahead and order the parts to convert mine over to the short 1.5" push shaft. For those who think it's a downgrade, keep in mind that the shafts in the factory 6 speeds are only 1-3/8", and only really high HP sled pullers break them. Unless you're getting into the 1000+HP range and sled pulling the 1.5" shaft isn't going to be a weak point.
Either way, best of luck to you, the more people running these things the more info we will have.
I want to try to make some turn-key parts for people doing these conversions. Unfortunately, I don't see the NV4500 bell adapter being too popular since most guys want OD, and the FSO's are all long 1.75" input shafts. I would respline and re-heat-treat stock shafts, but it would add at least $300 to the price...
As for me, I got my transmission today. It is a FS 5306 as I hoped. OHH YEAH!!! It's a MONSTER. I had no idea it was this big. Cannot wait to get it in. I wish I could find someone parting out an FSO that I could get the OD gears for a song as well but this will do for now!
You won't ever find someone parting one out. They are worth too much as a core if they aren't broken. What axles are you running? Some axles can take taller gears. The GM 14b can take 3.21's, which give the same cruise RPM with a direct drive trans as 4.10's with an OD trans.
Oh, just a quick question, what is everyone doing for mating to this U-joint? It's enormous and I'm just wondering what to do about it.
Chris
Easies thing would be to have that size yoke put on your driveshaft so you can run the big- u-joint :thumbsup: