| Author |
Message |
Ron in SD (24.220.60.23)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Friday, March 01, 2002 - 8:59 pm: | |
Has anyone put a 50 Series Detroit in a 4107 or 4905? I looking at a 4107 and the company also has a RTS with a 50 series at a good price. I'm thinking that pulling the 50 Series out of the RTS and putting into the 4107 would make a great bus. As anyone tried it? I know it would be alot of work. I thinking about buying the whole RTS and stripping the parts as needed. The RTS also have auto where the 4107 has a stick.
Or I should just keep looking for that 35 foot Eagle with a 60 Series? |
Jim Stacy (32.101.44.17)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Friday, March 01, 2002 - 10:14 pm: | |
Early RTS 50s were LH rotation w/V731. Poor crank oiling caused problems.
Later 50s were standard RH rotation with RV731 special trans with reversed input rotation.
The complaints heard on the 50s are vibration and noise. Very hard to sound insulate. Should be great bus engine if geared right. The 50 cannot be wound up as tight as a 71 or 92. Make sure the final product won't have a 55 MPH top end. The V drive doesn't give much flexibility in choice of gears. FWIW
Jim Stacy |
Buswarrior (Buswarrior) (64.229.215.194)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, March 03, 2002 - 6:18 pm: | |
Hello.
Now that I think of it, it is most unusual that we haven't seen more folks expressing a desire here on the Board to retrofit a modern RTS V-drive package into an older GM coach.
New York are running inline-6 L10 Cummins with 330 HP(?) in their RTS, Toronto is running Series50 at a kinder, gentler 275 HP.
Why aren't we seeing more dreams about these potential match-ups?
happy coaching!
buswarrior |
Gary Carter (207.15.68.140)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, March 03, 2002 - 8:57 pm: | |
I've been looking at it with lack of success. Problem is Final road speed and cost. The only good transmission available is the 6 speed ZF and have not been able to find one used. have found some 4 speeds, but the final ration is 1:1 and really need .7:1 or better because of the slower turning 4 strokers.
BTW I have a 4106 and can gain a lot more with either a 6 or 8V92TA |
FAST FRED (209.26.87.117)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Monday, March 04, 2002 - 5:04 am: | |
The V drive 4 strokes mount on a cradle very similar to our GM's
The problem is that the 4 stroke transits are too new yet to be sold as scrap.
When they finally come out ( probably around election time} there will be over 10,000 GM guys looking for a donor coach..
Engine , tranny , rear axle , sharp cut front axle , and much bigger brakes await in the donor coach.
A true 50 year leap in tech, and should make future smog tests , and parts supply a snap, as our coaches get near the century mark!
Not bad for a few grand.
FAST FRED |
Ron in SD (63.98.220.66)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Monday, March 04, 2002 - 11:04 am: | |
Jim,
Do you know what year the change to from LH to RH rotation was made?
A L10 Cummins with 330 HP sounds like alot of fun. Clearance could become a issue.
I think finding the right trans/rear end would be the major part of the project.
Ron in SD |
Sam Sperbeck (209.252.174.74)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Monday, March 04, 2002 - 4:46 pm: | |
Fast Fred:
You mention using a sharper turning front axle on our 4106's, have you considered that transits are 102" wide? Would there be room in our wheel wells? |
FAST FRED (209.26.87.45)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Tuesday, March 05, 2002 - 5:54 am: | |
The difference is in the spindles,and outboard,
the width of the axle is no concern.
No reason to unbolt entire axle , just the new parts bolted on in same old way.
FAST FRED |