Thread: Isuzu MSA Gearbox to LT230

I also meant to comment that Dougal ran with a not perfectly aligned shaft (not sure if it was 10 or greater spline), indicating yes, you'll get wear, but that the engineering is stronger than granted. Main fault with the 10 spline as I understand is the lack of lube.

I'm guessing that Dougal has not subscribed - bit like knowing there are no more Lord of the Rings movies - how should I feel?

Originally Posted by workingonit

Point taken on alignment issues. Yet to find out if my project will be long term reliable.

Let's say you are successful in getting a quality mainshaft made for the gearbox, do you then propose a remote mounted LT230? I'm not familiar with the C4/NV3400 boxes, so not sure if they make the length with no adapter required - which would be good. Otherwise, I assume you will still need an adapter housing of some sort , which brings back into play possible alignment stresses and possible ruination of the new main shaft.

Sorry I meant to say NP3400 which was a new process box fitted to F250 and F350, International Scouts, Dodge Ram and also some GMCs it was replaced by the New Venture 4500 it is a short box not dissimilar too the MSA and yes they were close coupled with an adapter housing bolted to the front of the series T/F box.

The C4 is a Ford automatic box that was fitted to Taxi pack Falcons and small block Ford (Windsor) V8s like the 289 and 302. The extension housing were replaced with the adaptor housing and the shaft made to mate with the series T/F with a larger bearing in the PTO hole not dissimilar to the series 5 speed conversions made by Ashcroft Transmissions. Remember these were being made in the mid 1970s.

Interesting. I have what I believe is a 302 Ford Windsor with Edelbrock inlet, in a RRC (the chrome rocker covers have 302 embossed on them). It's coupled to what I believe is a Ford auto. From there a Mark's Adapter to the LT230. The whole things on gas - no petrol. I bought it not paying much attention (and not overly familiar with the RRC at the time - just wanted spares) - yep V8, I'll take it. Only after a week did I really start to give it a closer look...hmmm, what's this '302'?

302 CID is just under a 5 litre V8 and the Windsor a 60 degree V making it very compact. You can take it out to 348CID (5.7L) by replacing the crank etc. Its a very good engine.

Originally Posted by Lotz-A-Landies

There are a number points of misalignment. The adapter housing can be out of line in 3 different planes, but there are also alignment issues with an adapter shaft. Looking at the Outcast adapter the notch would have to add an element of balance and there are multiple points where vibration could be induced if out of line.

What I'm also suggesting is that on the C4 and NV3400 boxes where the mainshafts were welded, or sleeved and finally replacement shafts were made. The only ones that were reliable were the replacement mainshafts

The shafts on which you are commenting have no relevance to what is being discussed that is MSA to LT230 .These shafts transmit torque only where the series shafts have to contend with torque as well as the side loading imposed by the gears.The notch in the outcast shaft while not good practice is probably not a problem as it close enough to the bearing and the RPM not great Any misalignment issues are more likely to be caused by the two locating dowels on the TC which would be better replaced with a register.I have no doubt you will do your own thing and hope it works for you

Noel

Originally Posted by Lotz-A-Landies

302 CID is just under a 5 litre V8 and the Windsor a 60 degree V making it very compact. You can take it out to 348CID (5.7L) by replacing the crank etc. Its a very good engine.

90 degree v8, just very narrow heads

C4 (c9) c10 all variants of same thing came behind all auto clevelands that didn't have an fmx....which was generally only 351 stuff

Anyone heard from sheldon lately? I really need to get in contact with him asap!!!

Btw, i am incredibly desperate to talk to him.