One man's "too far gone" is another's project saving parts source. Offer it on SmokStak.

That is a model F1500. Manuals available from the Waukesha Engine Historical Society. Waukesha acquired LeRoi, among others as the industrial engine market dried up in the 1960-70s. Parts likely available from military vehicle specialists as these and the V8 were used in some military trucks.

Thanks for the info.

I’ve only known them as a RXIS, but you are right, also a F1500. Learning new things every day. When I’m done with it, I’ll follow your advice and list it on SmokStak.

Mark.

Maybe maybe not, there are standards for bell housings so things will interchange. There are several standard sizes for different size engines. Clutches may be the same, or change the pilot bearing and use a plate that fits the tranny shaft.

This is an area where I have plenty of room to learn. Once I have it all apart, I’ll sit down with the SAE specs and see exactly what’s going on. The bellhousing on the Cummins appears to be a SAE #1 and the one on the LeRoi measures about the same size as a SAE #0. All rough measurements., for now.

I would really like to use the larger #0 bellhousing and its flywheel. Not sure what number the flywheel is. Like I said, it’ll all be easier to measure once it’s apart. The benefit of using this setup is that I get to use the Plymouth clutch. It is serviceable without separating the engine and transmission.
At least that’s what the brochure states. I’ll learn more about that later.

I have no info on how our conversion came about or who actually did it but ours now has a Detroit 3-71. There’s an adaptor/extension housing between the engine and transmission where your typical bell housing would be, in which resides an Allison torque converter. The torque converter drives the original Plymouth 4-speed transmission. The torque converter is definitely a plus cutting down how much you’d use the clutch starting and stopping.

Thanks Eric. That’s interesting. Do you have any pictures of the adapter?

Mark.

Mark - I have some images under the hood and I’m sure I have some of the converter housing. I’ll dig them up and post some here. PM me your email address and I’ll send the full sized images.

Images of our 8-ton setup:

Thanks Eric.

Looks like some high quality work. I’m hoping to get my engine lifted out this Saturday. We’ll see how it goes.

Mark

Good luck on your conversion. That Climax motor is worth a lot to a person needing parts. We changed out a Climax motor that came out of an old Tug down in St. Louis for the MC 1928 HL Plymouth. It has not run in some time but it did and it was sight and sound all of its own. A rare motor to find parts for. So throw nothing away. Certainly can understand a conversion though. Regards, John.

The engine is removed.

I have the flywheel and bellhousing removed from the LeRoi. Will need to make a puller to get the flywheel off the Cummins. Then I’ll figure out what needs to be fabricated to adapt the LeRoi parts on to the rear of the Cummins.

I also got to look inside the transmission for the first time. Looks like I just need change the fluid.

I can’t really tell from the photos, but I’d guess the adaptor for bolting up the engine is gonna be easier than figuring out the brackets for the engine mounts so everything lines up straight and stable.

Does your transmission have the internal disks or is the clutch flywheel mounted? I don’t know much about Plymouths, but I am curious. We’re eventually going to have to pull our engine as the internal disks won’t release. We have to almost kill the engine to stall the torque converter to put it in gear or change gears. If we’re pulling one car, the converter allows you to just start in 3rd or 4th gear and go without shifting, easing the throttle and watching the fluid temperature as you get rolling. It’s only a teeny 8T so there’re no fast starts without slipping anyway.

Hi Eric.

I’ll get you some better pictures tomorrow. It has a separate clutch assembly with internal discs. It’s not inside the flywheel. Was designed to be serviced without removing the engine from the transmission.

The large diameter of the clutch housing means that I have to use the large LeRoi flywheel. It’s about 6” bigger in diameter than the Cummins tractor trailer flywheel.

We have this same Plymouth clutch system in #9 that works great. I’ve never had to service it though. I’ll get mine out and apart on the bench. Then I’m sure it make more sense to me. I’ll send out plenty of pictures, as usual.

I see that I didn’t include any of the flywheel installed on the engine. Here ya go. Pardon the picture quality, it’s dark and rainy here. Basically the Plymouth clutch housing bolts to the rear of this flywheel with the outside set of holes. The system won’t currently let me attach the picture to this post. I’ll submit this one and try again.

Also, the new engine mounts will be tricky. The cover for the clutch that bolts to the bellhousing doesn’t seem like it’s designed to be the only rear engine mount. I’ll have to add mounts on each side of the bellhousing and a sturdy mount at the front. The original engine had 8 engine mounts.

Here’s the flywheel picture. I’ll send more tomorrow.

Here are some pictures of the clutch and clutch brake removal today. I removed the clutch as an assembly and will take it apart tomorrow.

For some reason, the transmission input shaft has about 1/4” of side to side movement. I’ll have to remove the input shaft and see what’s worn.