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Old 08-28-2015, 05:39 PM   #81
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Join Date: May 2014
Location: West Ohio
Posts: 420
Year: 1984
Coachwork: Bluebird
Chassis: International 1753
Engine: 6.9 International
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Quote:
Originally Posted by nat_ster View Post
Diesel engines should be inline 6, not V8.

Nat
Glad we got the experience and background behind that. No seriously, tell me why you think the 6.9 is a bad engine. How about the E9 mack? Is that a terrible engine too?

There's absolutely no information out there stating that diesel engines should be inline 6. NONE! If it was so much better, ford would have done it with their clean sheet design in 2011, General motors would have done it with their clean sheet design in 2000. Hell, even Cummins introduced a 5.0L v8 just recently. But those must all be junk engines.

Gimme a break nat, the kid started a conversion project thread, asked questions in it that pertained to HIS conversion, and then you ream the kid for it?. Is your goal not to have threads here? I'm all for keeping the tech sections clutter free and telling people to search before they post in them. But this is a conversion thread, if you have questions about your particular conversion, you should be able to ask them in your thread and not get bullied for doing it. You posted one thing in this thread that could be deemed helpful/non-flammable. The rest was just banter about needing pics, or the op being clueless.

Famousinternetjesus, sorry for derailing your thread, but this crap has gone on far too long.
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Old 08-28-2015, 05:50 PM   #82
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Join Date: May 2014
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Quote:
Originally Posted by Famousinternetjesus View Post
Yeah I've looked into lower stall torque converters and it is something I am considering. right now i only plan on using overdrive at highway speeds, which I think should put me right around 1800-2000 rpms at 60-70 mph maybe I'm wrong (it's happened before) but I think that's right in the range that te stock converter is happy
I'm thinking you're being generous. I looked it up one time, and I'm thinking the lowest converter available was like 1800 rpm. You're likely where I'm at which is way higher.

A quick way to check is to do a transmission stall test(google it) and that will give you a definitve answer to what you have. You'll need a tachometer though and I'm not sure if you have one(mine doesn't). If you do, that's what I would do, and then go from there.
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Old 08-28-2015, 06:25 PM   #83
Skoolie
 
Join Date: Aug 2015
Location: Oregon
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Year: 1984
Coachwork: International Harvester
Chassis: S1700
Engine: 6.9l IDI
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Quote:
Originally Posted by Booyah45828 View Post

A quick way to check is to do a transmission stall test(google it) and that will give you a definitve answer to what you have. You'll need a tachometer though and I'm not sure if you have one(mine doesn't). If you do, that's what I would do, and then go from there.
Thanks, I will do that, I do have a tach thankfully, at idle I'm at about 500rpm the get up is fairly instant when I put my foot on the pedal. I could swear I'm fully engaged by the time I'm at 1100-1500 rpm but right now if I tried to cruise 65-70 I would be at almost 2800 rpm aren't I correct that you get t
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Old 08-28-2015, 06:26 PM   #84
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Torque converter stall/excessive heat/slipping at too high an rpm as well as too low?
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Old 08-28-2015, 06:59 PM   #85
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There will always be torque converter slip, unless you have a lockup converter. Once about stall speed however, the slip should be below 10% and stay right about there or it might gradually get less(has to do with torque falling off at higher rpm). Do the test and tell us what you get. One thing you have to keep in mind, is that the at545 has a full load governed speed of 2400 rpm. So you don't necessarily want to apply full power if the trans is below that. Just keep it in mind.
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Old 08-29-2015, 12:01 AM   #86
Skoolie
 
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Thanks booyah I absolutely will do that test as soon as I have the driveline fully reconnected. Which is too bad because it would be much easier to remove the torque converter now rather than after... I really appreciate your positive, well constructed, mechanical/technical input.
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Old 10-15-2015, 03:15 AM   #87
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http://youtu.be/hluu_kht-vE

More to come I have since discovered that I can shift on the fly without taking the Allison out of drive by rev matching then momentarily removing my foot from the pedal which the way I figure Is using the torque converter like a clutch that doesn't fully disengage so I have to slip shift which I am still mastering. Shifting from direct to overdrive is pretty easy and has actually given me a top speed of 80 (when I say top I mean going faster would be scary for me! But I could mechanically do 90 with confidence) I have driven 400 miles in direct and have now begun shifting etc after proving that system in direct
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Old 10-15-2015, 03:18 AM   #88
Skoolie
 
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I will post links to videos of me shifting on the fly and give some more accurate rpm/speed data as soon as I can. Life has been verrrry busy but I have driven the bus to the redwoods and back since the install and haven't had a single issue.
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Old 10-15-2015, 08:47 PM   #89
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This is so awesome. I want something like this in my bus. Thanks for proving the concept!
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Old 10-15-2015, 10:22 PM   #90
Skoolie
 
Join Date: Aug 2015
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I will take a shifting video tommorrow and post it if I have time. to all those who gave me such a hard time and an unwelcoming reception I want you to keep in mind that I am someone who had zero automotive mechanic knowledge beyond oil changes and brakes/steering equipment. All by myself I installed and fitted a 1962 auxiliary transmission successfully without anyone's help. The sheer physical challenge of getting the transmission into position without proper tools deserves congratulations. I am incredibly proud of what I have accomplished.
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