| Author |
Message |
D. Harper (216.192.139.20)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 06, 2002 - 4:46 pm: | |
I have a 1957 4104 with a DD671 and 4 speed transmission. What are my options for transmission swaps while keeping the 671. I would love to go to a ten speed but dont suppose there is any such beast with the v drive configuration? What options do I have in the automatic realm? Also does the original clutch have a brake on it? When shifting, it seems to take the engine rpms longer to slow (More time in neutral before the next gear will mesh) than when I first bought the bus. I just thought maybe it had a clucht brake that is wearing out or out of adjustment. |
DrivingMissLazy (65.207.109.23)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 06, 2002 - 6:01 pm: | |
Are you double clutching? If not, then that is your problem. I have seen a couple of good write ups on the board that gives a good description of how to do it. More experienced drivers only use the clutch for starting and then speed shift for all other gear changes.
Richard |
RJ Long (24.127.8.58)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 06, 2002 - 6:31 pm: | |
You don't have a lot of options for a transmission swap.
No other manual gearbox fits the v-drive configuration.
You can put a V730 behind your 6-71, but performance will go from slow to slower, plus you'll need to change the rear axle to one out of a 4106 or later coach, as the ring/pinion pumpkin is off-set differently. Not to mention having to cut and reinforce the engine bulkhead to make things fit.
You might be able to swap an automatic powertrain out of an "Old Look" GM transit, but finding parts for the AT would be a challenge.
There is no clutch brake on your coach.
If the engine rpm is not dropping as quickly, I'd suggest checking the throttle linkage to see if it's binding/hanging. Especially the cable from the front, it may need lubrication.
Also, get out DA BOOK and make sure all the clutch linkage is adjusted properly - starting underneath the driver up front. While you're at it, lube everything, too.
There's a good article about shifting on the BNO site in the "Articles of Interest" section that might help.
HTH,
RJ
PD4106-2784
Fresno CA |
RJ Long (24.127.8.58)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 06, 2002 - 6:38 pm: | |
Oh, one other option:
Transplant a 6V92TA / V-730 powerpak into the 4104, with the above-mentioned rear axle swap.
The 6V92TA can be bumped up to 350 hp, 120 more than your 6-71. . .
Lots of $$$, tho. . .
Talk to the folk at Southern Oregon Diesel, they're very familiar with this swap.
RJ |
D. Harper (216.192.157.14)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 06, 2002 - 9:32 pm: | |
Thanks for the input guys. The throttle linkage is probably the key it is a symptom I've seen come on slowly over about 2000 miles. Double clutching is not a problem, done it for years on other 4104's and many differrent trucks. Many non syncro trans shift nice with out the clutch but not the 4speed on my 4104. Definately need the clutch for every change. |
JT4104 (64.194.119.141)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Monday, January 07, 2002 - 6:55 pm: | |
Started my 4104 at 23 degrees last week without ether or heater; cranked 12 seconds, waited 20, cranked another 12 seconds, and she roared to life.. just a little smoke from one of the injectors, then nice and clean.. No glow plugs needed on these engines as the compression is so high.. glow plugs are for smaller diesel engines with less compression, right? My 4104 has a small cap at the blower with a tube having an open ended point at the end; I was told this was for an ether "egg" which was pierced by the tube to place the right amount of ether for cold weather starting.. is this correct? do they still sell these? |
FAST FRED (209.26.87.23)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Tuesday, January 08, 2002 - 4:34 am: | |
Actually the DD is inly about 16 to 1 CR. Many of the small diesels run as high as 22 or 23 to 1 CR.
However the blower on a DD is actually works as a super charger , but only for one or two pounds boost.
The reason that the small diesels need a glow plug is most have a pre combustion chamber,
where the fuel is injected and then is supposed to flame out into the larger chamber , lighting now vaporized fuel , which is more efficent.
This also has smoother pressure rise in the cylinder , so less "diesel knock"
Its too hard to bring the fuel to the flash point in such a tiny pre combustion space , so the glow plug is needed.
These engines use about 25% less fuel / per HP than our 1935 DD design.
Starting at 23deg F just means your engine is in good shape , and the injectors are too.
Below 40 most mid life DD will require a hit of ether in the cap space that used to get the capsule.
No bother , no danger as long as the ether is only used on a cold engine in good working cond.
The danger with ether is when its used in warm temp , on an engine to attempt to run it , rather than bleed the fuel system of air.
Thats how rings get broken.
FAST FRED |
L Ashe (63.14.170.47)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Thursday, January 10, 2002 - 7:21 pm: | |
does anyone have the history of 4104-2883? |
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