Jack,
I have never worked on a Scoopmobile but I have seen lots of them towed around behind ODOT dump trucks over the years here in Oregon. If I understand your post correctly, it sounds like it is equipped with an automatic transmission and you need to replace the flex plate that the starter ring gear is welded to. If it is an automatic then you would not have a pilot bearing or an input shaft. The flexplate takes the place of the flywheel that you would have with a normal standard transmission. Does this sound like what you have there?
Hi dead axle,
No, it's much more convoluted than that. Scoopmobile used drive components from the Dodge truck line but with some variations. There is no flex plate. The ring gear is welded around the fluid coupler. The fluid coupler is bolted to the end of the crankshaft. On the back of the fluid coupler (front as seen on the Scoop) there is a friction face, then a lined clutch disk, then a conventional clutch cover and throwout bearing. It is a small clutch but it works. Plugged into the whole mess is a 4-speed light truck transmission (Dodge) but with a reverser gear, unsynchromeshed all. Then comes a drive line of two U-joints almost end-to-end, and the deferential.
What I don't know and can't quite see in illustrations, is how far that transmission input shaft goes into the clutch/fluid coupler before it finds a pilot bearing. Something has to hold all of that considerable spinning weight in a straight line. I am avoiding removing the drive axle for working room. I have barely enough room in my shop for that, plus blocking up the bucket, plus blocking up the front end of the chassis. It is a three wheel machine; you would have two-thirds of it up on blocks and you still need room under to take it apart, work a transmission jack, etc.
In the meantime, I'm still surfing the net for any info I can find on Scoopmobile, Chrysler industrial, fluid/stick drives, etc. I would love to find a shop that knew the job and had a bridge crane.
Thanks for giving it try,
Jack
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