| Author | Message | ||
| Bruce Henderson (Oonrahnjay)
Registered Member Username: Oonrahnjay Post Number: 182 Registered: 8-2004 Posted From: 72.12.39.78 Rating: N/A |
Please see: http://s45.photobucket.com/albums/f60/oonrahnjay/Bus/?action=view¤t=EngLayout.jpg Does any N. American bus have an engine/transmission/driveshaft layout that's like this? Thanks, BH NC USA | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 137 Registered: 3-2007 Posted From: 76.4.149.200 Rating: N/A |
Bruce, that thang ain't american and sure ain't yankee. it must be something from the NORTH or plum out of this hear world LOL gomer | ||
| Arnie Molloy (Ayjay)
Registered Member Username: Ayjay Post Number: 85 Registered: 10-2005 Posted From: 68.160.182.70 Rating: |
Hi: I believe the RTS transit does. AyJay | ||
| Dan Corey (Dan_c)
Registered Member Username: Dan_c Post Number: 7 Registered: 3-2007 Posted From: 71.102.12.140 Rating: N/A |
Check out all of the pics here: http://s45.photobucket.com/albums/f60/oonrahnjay/Bus/ Dan | ||
| RJ Long (Rjlong)
Registered Member Username: Rjlong Post Number: 1334 Registered: 12-2000 Posted From: 67.181.166.160 Rating: |
Bruce - That's the engine layout of a typical British double-decker, Leyland. GMC, Flxible, New Flyer and a couple of others used a similar design (originally Yellow Coach/GMC), but with a difference. This layout is commonly called a "V-drive", due to the v-shaped angle of the driveshaft in relation to the engine/transmission. Notice the rear axle of the British design, how the differential pumpkin is off-set right against the RH set of duals, with a straight T-drive input. On the GMC design, the pumpkin is just slightly off-set from the centerline, with an angled (63°) input. Since GMC left the transit and highway bus markets, interest in the more compact and more easily serviced V-drive has waned here, with the majority now the conventional T-drive like MCI, Prevost, Eagle, etc. The basic British design is still being used in various places around the world, especially those areas that run double-deckers. One big advantage to this cross-wise powertrain layout is that the whole package can be swapped out and the coach back on the road in less than one day of downtime, especially with two experienced technicians working as a team. FWIW & HTH. . .  | ||
| Bruce Henderson (Oonrahnjay)
Registered Member Username: Oonrahnjay Post Number: 183 Registered: 8-2004 Posted From: 72.12.39.78 Rating: N/A |
RJ Long wrote "That's the engine layout of a typical British double-decker, Leyland. GMC, Flxible, New Flyer and a couple of others used a similar design (snip) called a "V-drive", Notice the rear axle of the British design, how the differential pumpkin is off-set right against the RH set of duals, with a straight T-drive input. (snip)" __. Yeah, that's my issue. This is a "Daimler Fleetline" bus. The engine and transmission are low power (180 hp) and old technology. Add to that that parts are hard to find anywhere (and pretty much non-existant in N America). So, when I get to "major rebuild" time, I'm wondering if the smarter thing to do wouldn't be to swap in a N American drive train. But because of the frame configuration, it looks as if there's nothing that's really compatible. __. The transmission is pretty efficient and works well and is low-mileage. I'm wondering if the best thing would be to put in a N American engine driving the existing transmission, drive shaft, and diff/rear axle. __. There are three issues with this - one, the existing engine (a 4-stroke) turns left-hand (viewed from the flywheel); two, I'm not sure that the power/torque capacity of the transmission is up to a modern (higher-revving) engine; and three, there's no capability to change the gearing in the rear axle. __. But everything is working well now so I'm hoping that this is a bridge that I won't have to come to for a while. | ||
| George M. Todd (George_mc6)
Registered Member Username: George_mc6 Post Number: 305 Registered: 8-2006 Posted From: 207.231.75.253 Rating: N/A |
Bruce, Are you saying your engine runs COUNTERCLOCKWISE (left hand) viewed from the FLYWHEEL end? If so, it runs clockwise (right hand) viewed from the 'front' end. That makes availability a non-issue. A Series 50 Detroit would be an excellent candidate, (it can be made to turn either way also) except for two potential problems. One is its horsepower output versus the horsepower input capability of your trans, the other is what kind of flywheel did the foreigners put in it? Cooling system capacity, or lack thereof, is another point to ponder. Another excellent engine choice would be a Cummins 5.9, (aka 6BTA) in one of its many variations from 160 to 320 hp. These are available reasonably priced as good used takeouts from Dodge pickup wrecks. 6 cylinders instead of four means NO vibration! HTH, George | ||
| Bruce Henderson (Oonrahnjay)
Registered Member Username: Oonrahnjay Post Number: 184 Registered: 8-2004 Posted From: 72.12.39.78 Rating: N/A |
__. Thank you for your response, George. Yes, the current engine (a Leyland "O.680" - "oil fuel; 680 cu. inches" -- 11.1 litres) turns left-hand viewed from the flywheel. I'm glad that that makes things easier. __. This particular drive set up has a self-contained torque converter that's bolted to the flywheel, then there's a short drive shaft to the transmission (drinking too much tea and sniffing oil fumes from leaky engines does that to a bus designer's brain). I'm guessing it would be possible to bolt this torque converter to a US engine (but there's probably a smarter way to go). If you want to see a picture of this "bolt-on" torque converter, see: http://s45.photobucket.com/albums/f60/oonrahnjay/Bus/?action=view¤t=FluidFly.jpg __. Oddly enough, this "Heath Robinson" device works very well and is reliable over many miles. __. You can see the layout of the actual transmission (a selectable "auto" box with bands, etc.) in the link in the top posting above. It's also low-tech but goes for long mileages if it's maintained -- and not overloaded. And while this transmission doesn't like big HP/torque numbers, the bus was designed to carry 99 people so the transmission is set up to pull loads. __. Regarding the cooling, the existing radiator setup works well. It would seem to me that it would handle a mildly-tuned 5.9 Cummins - if not, there should be room to add in a modern radiator, ducting, fan system (maybe I could go to Texas and get an electric fan setup ???? -- sorry, couldn't resist). __. But the engine I have is smooth, reasonably strong and easy-starting so I can hope that I can keep it for a while. And I get 11-12 MPG on a level road with no wind effect, so I shouldn't complain too much. (Message edited by oonrahnjay on November 27, 2007) | ||
| Kris & Cathy Austin (Krisncathy)
Registered Member Username: Krisncathy Post Number: 6 Registered: 3-2001 Posted From: 71.42.2.62 Rating: N/A |
Wow! What a beautiful bus!! Ever since I was a kid I dreamed of living in a double decker. Thanks for posting the pictures. | ||
| Richard Bowyer (Drivingmisslazy)
Registered Member Username: Drivingmisslazy Post Number: 2017 Registered: 1-2001 Posted From: 75.108.84.4 Rating: N/A |
snip: (maybe I could go to Texas and get an electric fan setup ???? -- sorry, couldn't resist). I have not heard from Two Dogs for many months. I suspect he may have retired. LOL Richard |
