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« Last post by iree75 on April 02, 2025, 03:59:20 PM »
I understand the 8v71 / 740 is too long. I'm just looking for what others have done and works... preferably the path with the least fabrication or sourcing parts if possible, but I'm capable of fabrication if required. I'll be doing the work. That path seems to be the 6v92 with the 644 (if I can get ahold of a 647 I will) and use the mounts / parts from the 5C. For cooling I'll cool the trans with a seperate radiator on coach air compressor side (now gone) in the 5a. Since I have the 5C with a 6v71 and an auto, I should have most of what I need.. or do I ? If I wanted to use the 8v71.. could I not just pull parts / bellhousing from the 6v71?
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« Last post by luvrbus on April 01, 2025, 08:24:07 AM »
My 5a has side scoops.. but not the 5C, it is 100% bone stock. Regardless, I bought the 5C for parts such that I’m not too concerned about it running hot, I just needed to get it home. My 5a is a very nice conversion that works very well. It will pull my diesel Jeep JT at 70mph without issue. I’m looking for the best path to make 5a an automatic and retain the power it has.
The 740 will not work behind the 8v71 because of the length, the 647 will but still will cost $$$$ to covert, with the spacer ,drop down from SAE 1 bellhousing to the SAE 2 bellhousing and the drive shaft
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« Last post by iree75 on March 31, 2025, 03:05:21 PM »
My 5a has side scoops.. but not the 5C, it is 100% bone stock. Regardless, I bought the 5C for parts such that I’m not too concerned about it running hot, I just needed to get it home. My 5a is a very nice conversion that works very well. It will pull my diesel Jeep JT at 70mph without issue. I’m looking for the best path to make 5a an automatic and retain the power it has.
54
« Last post by dave5cs on March 31, 2025, 01:26:23 PM »
Looks like the bus had overheating problems by the presents of added scoops on each side corner. Generally does not work that great though. The big thing is to clean out the cooling system with cascade dish soap and flushing the system until clean then new coolant thermostats etc. . The 92 will give you a little more power but is it worth it? Clifford could tell you better on that. Dry liners verses wet liners etc.
55
« Last post by iree75 on March 31, 2025, 09:29:58 AM »
When I picked up the 6v92 it has a 740 with it. (Looks like it had a module for an air shifter attached). My thought was to cool the trans with a seperate cooler / fan to keep the cooling load off the engine system. Would it be easier to run the 8v71 with the 644 in the 5A? Would would be involved in the conversion from a engine/trans mount standpoint. Sounds like that might be the way to go rather than adding larger radiators on a 5A ? Side note: Bought and drove the 5C 1100 miles from north of cincinnati to austin tx this weekend with minor issues... had to stay at 55mph in the Texas heat to keep temps from creeping up.... though its a super clean bus... I got it for parts for this conversion. On the 6v92 that I bought, the exhaust manifolds feed the turbo from the back of the motor... while its more of a side mount (not the typical truck application mount), it's still on the top of the engine over the left valve cover (when looking at it from as mounted from the back of the bus). Thanks for all the responses.. willing to sell the air horn?
56
« Last post by luvrbus on March 29, 2025, 09:32:22 AM »
The 740 is the better choice with more gears lock up but the 647 (updated 644) has no problems handling a 350 hp 6v92 ,the turbo mount is not a big deal,I have the low mount air horn I got for Daves 5 c years ago when we thought about turboing his little 6v71 lol I fell over that thing last week Dave moving stuff around in the shop. The 5A has some tiny radiators and weird piping to deal with for the 6v92 install the C's are lot easier to deal with for the upgrade. I have friend here at shop we trying to deal with that on the 5A the radiators, the air inlet and fans are tiny on the 5a and tied into the surge tank ,it is totally than a 5C
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« Last post by dave5cs on March 28, 2025, 12:24:20 PM »
644 would be about maxed out for a 92 but the 71 is generally with them.
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« Last post by iree75 on March 28, 2025, 10:55:57 AM »
Thanks Dave.. right side as looking from the back of the bus? In looking across the forum.. seems while perhaps a bit underrated for a 6v92T, the 644 should handle it.
59
« Last post by dave5cs on March 27, 2025, 12:52:20 PM »
HI Frank, We have a MCI 5C Saudi bus with a 6v-71 and a 644 Allison Auto which most of them have unless it has an 8V-71 then it does have a HT740. In a 5 you have no choice but to use the right side mount horn for the turbo unless you took out the floor above it but would be a bad idea and lots of work to do. Good luck.
Dave
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« Last post by iree75 on March 26, 2025, 12:18:44 PM »
I’ve just picked up a low milage 6v92 / Allison 740 from a class A motorhome that burned (front). I’m also picking up a nice gutted 5C with a 6v71 / 740 trans with the goal to put the 6v92 and parts from the 5C in my current beautiful 67 converted 5A. It currently has an 8v71 spicer. (No one can drive it but me). The 6v92 has a turbo mount that is off to the drivers side (as if looking from the back of the coach) and knowing how low the ceiling is in the engine bay of a 5, I’m wondering (and searching this forum) for what others have done with regards to moving or making room for the turbo. Thanks for any info or question you may have.. -Frank
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