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Thanks John,
I agree, although I'm not that familiar with commercial diesel engines, I do think the diesel's torque should be adequate to accelerate and maintain a speed better than the old 370. Your rpm calculation is correct but that is assuming the high gear in the transmission is 1:1. If high gear is an overdrive, it would be something like.87:1. Which would drop the rpm's even more. I am not sure of my transmissions high gear although I would assume it is not an overdrive. As far as converter slippage, I know some Allisons have a lock-up converter which should mean NO slippage. Again I don't know what converter is in my Allison, but I would assume it is not a lock-up. I am going to measure the rollout of my tires, convert that to revs per mile, and use your calculation to determine a rpm. As you say, it will get me in the ballpark. To answer your first question, yes I think I can use the rearend. I did some quick measuring and I think they are about the same overall width and width at the spring perches. I could even use the manual tranny, just hang a clutch pedal in my bus, but I would rather stay with an automatic if it will work. Someone had mentioned an issue with vaccuum for the modulator valve on the tranny but the 3208 already has a vaccuum pump on it. My latest discovery is the brake system. My school bus has hydrostatic brakes which uses power steering fluid instead of a booster. No such provision for this on the diesel's power steering pump. The diesel truck has conventional vaccuum booster power brakes (ala the vaccuum pump on the 3208) which I may be able to fit to my bus. My bus is an '82 600 series while the diesel truck is an '84 700 series. I'll have to do some checking and measuring to see if I can swap the brake system. Anyone familiar with that? |
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