| Author |
Message |
Matt (205.56.145.36)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Tuesday, August 12, 2003 - 5:29 pm: | |
I know from searching the boards that the 8v71T is a rare find...my question is...anyone out there familiar (or have opinions) on this powerplant?
Thanks,
Matt |
Stephen Fessenden (Sffess) (65.154.177.23)
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Votes: 0 (Vote!) | | Posted on Tuesday, August 12, 2003 - 7:36 pm: | |
Not that rare. I have a Prevost LeMirage with an 8V71TA 370 HP. Good reliable engine. Enough power for most purposes, but could use more on a few extremely steep grades off the interstate. |
Matt (199.182.59.191)
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Votes: 0 (Vote!) | | Posted on Tuesday, August 12, 2003 - 11:54 pm: | |
O.K.... but have you ever heard one coupled with a V730 in a 35ft'er? Seems like it would be ripe for overheating problems. |
Dwight (65.138.103.46)
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Votes: 0 (Vote!) | | Posted on Wednesday, August 13, 2003 - 12:03 am: | |
why would the 8v71T be any different than the 6v92T ??? with heat problems ??? If I remember right the heat generated in both engines are about the same ??? |
Matt (199.182.59.191)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Wednesday, August 13, 2003 - 12:48 am: | |
Dwight,
Not sure...reason I was asking was I am looking at a 4108A with a 8V71T with a v730...in fact, I will start a new thread since what I am really looking for is folks thoughts on the rig's set-up...
Thanks again,
matt |
Phil Dumpster (12.230.214.167)
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Votes: 0 (Vote!) | | Posted on Wednesday, August 13, 2003 - 6:07 am: | |
Seattle Metro Transit had 10 AM General coaches (fleet numbers 1340-1349) delivered in 1978. According to the Ohio Museum of Transportation production lists, this was the last order of diesel powered AM General 10240B coaches produced. They all had 8V71T engines coupled to Allison V730 transmissions. They had a distinctive lower-pitched growl than the normally aspirated 8V71 engines in the first 215 AM Generals in this fleet.
They lasted a good 21 years in service, although because there were only 10 of them in the fleet, the 8V71T engines were removed during the 1990s and replaced with normally aspirated 8V71 engines as they wore out in order to maintain a common parts inventory. There were no overheating problems, but they also weren't noticably faster or quicker than their normally aspirated counterparts. They did sound really nice, though.
The powertrain order was not repeated - the next major bus order had VT903/V730 powertrains.
The only real advantage you'll have with the 8V71T over an 8V71 is that it won't smoke as badly or lose power as badly when you get up into the higher elevations. Power and torque-wise, they aren't that much more powerful than an 8V71. |
Geoff (Geoff) (66.238.120.108)
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Votes: 0 (Vote!) | | Posted on Wednesday, August 13, 2003 - 9:33 am: | |
There are a lot of 8V71T's, but the updated version would be the 8V71TA (turbo-aftercooled). Right about the time the 8V71TA came out the 6V92TA became the prefered choice so the 8V71TA wasn't used as much. The 6V92TA gives better fuel milage than the 8V71TA when they are set up at the same horsepower.
To Phil-- the Turbo engine will give a lot more horsepower than the natural aspirated engine, it all depends on which injectors you use. The transit 8V71T's you speak of were probably cut back with the small injectors so they didn't have more power than the natural engines.
--Geoff
'82 RTS CA |
Mike Small (65.56.233.209)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Thursday, August 14, 2003 - 9:01 am: | |
How do you tell if you have a 6v-92t or a 6v-92ta cooled motor .
Thanks Mike |
Geoff (Geoff) (66.238.120.5)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Thursday, August 14, 2003 - 12:56 pm: | |
On either the 71 or the 92 there will be a pipe and hose under the governor that feeds the aftercooler off the thermost housing or crossover tube. If that doesn't help you'll need to look at a manual. Anyway, I doubt you will ever see a 92 that is not aftercooled. |