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Old 05-09-2016, 08:26 AM   #11
Bus Geek
EastCoastCB's Avatar
Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 5,840
Year: 1992
Coachwork: Ward/AmTran
Chassis: International
Engine: dt466
Rated Cap: 78
Tango is correct.

Once I've got my conversion further along I'm planning to turn up mine. I've got the 195hp version and 643. Wanting to bump that up to 210-225 and if a sweet deal on a 3060 or another 643 with retarder pops up, I'll consider that too.
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Old 05-09-2016, 08:58 AM   #12
Bus Geek
Join Date: May 2009
Location: Columbus Ohio
Posts: 2,586
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
ok cool.. so you put it back togethert the way I was always accustomed to.. putting the converter on the tranny then setting it up in and rotating the engine bit by bit.. of course in the classic car days with gas motors i'd just take all the spark plugs out so I could turn the crank easily.. slow and go with a diesel waiting for the cylinders to bleed down since I dont have glow plugs to pop out..

I read alot on the diesel forums of people turning up their DT360's (what mine is) by turning up the fuel screw.. everyone with the 360 and 466 on the truck forums seems to install a pyrometer and was concerned about cylinder temps.. now maybe they are also changing out injector pumps at the same time..

did you have to support the engine while the trans was out or is a flat-nose bus different in the engine mounting from a conventional?

cadillackid is offline   Reply With Quote

allison 545, at545, transmission

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