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Old 08-28-2019, 06:01 PM   #11
Skoolie
 
Join Date: Jan 2016
Location: Foot of the siskiyou mountains Oregon.
Posts: 131
Year: 1989
Coachwork: Thomas / international
Chassis: International
Engine: Dt 360/ spicer 5 speed
Rated Cap: 42
I have 10r22.5s and 4.78 gears. Its been a while since I had it out on the highway but I think 2500 was 55ph as I remember. Think 2700 was 63+/- mph on the freeway. Nice thing the dt360 has over the 466 is a few hundred rpm capability
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Old 08-28-2019, 06:20 PM   #12
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 11,881
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
as the RPMs go up on the DT360 goes down the MPGs..



my most recent trip I caravanned with 2 other busses in which we set a speed of 62 MPH.. the front bus ran cruise control.. I gained almost 2 MPG over when I drive it at 65-66.. the engine fan almost never came on.. my temp never went above 185-190.. oil pressure held right in at 52-55 PSI.. and the engine just purred..



run it at 2700-2800 RPM and it sounds strained and racey...
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Old 08-28-2019, 06:29 PM   #13
Skoolie
 
Join Date: Jan 2016
Location: Foot of the siskiyou mountains Oregon.
Posts: 131
Year: 1989
Coachwork: Thomas / international
Chassis: International
Engine: Dt 360/ spicer 5 speed
Rated Cap: 42
Yeh, I prefer not to have to run it that fast but don't really feel doing it much harm. I only do that when I run it on the freeway. I found that I get 9 mpg wound out on the freeway with several mountain passes in my way..and right at 10 mpg when I run the highways at much lower speeds. More gear and overdrive (or equivalent) is on the list for sure. I would like to get a stronger tranny also so I can turn up the pump a little bit without worry
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Old 08-28-2019, 06:39 PM   #14
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 11,881
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
I was really surprised when i wasted my AT545 with a stock DTA360.. and that 545 was a perfect runner too...



once it died.. a 643 went in.. its a whoile different bus on the highway now.. I no longer really have a need to turn it up
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Old 08-29-2019, 02:14 AM   #15
Mini-Skoolie
 
Join Date: Aug 2019
Posts: 26
10mpg kinda sucks. But I was planning on running a good bit of wmo so that's not a huge concern. I get 13-14 towing my race car with my mountaineer. I haven't run the Grumman since it's got a wasted radiator but I've read they get up to 18 mpg with the OD nv4500. The motor is smoking too, bad injector I believe. The 6.2 is a turd though, a toy compared to the dt360.
I have a feeling this bus is around town geared looking at the speedo and the double line after 57mph. I found a 4.48 out of a later international but id like lower I think. Are there low 2 speeds around at all? That would be great. How about a rear with 19.5 low profiles? Get the back down some. Medium duty trucks all have the 34" frame right?

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Old 08-29-2019, 02:52 AM   #16
Bus Crazy
 
Join Date: May 2016
Location: Georgia
Posts: 1,583
Year: 2001
Coachwork: Blue Bird
Chassis: IH
Engine: T444E
Rated Cap: 14
Instead of replacing the whole rear axle, it may be considerably cheaper and easier just the replace the "chunk" (carrier assembly) with one having the gear ratio you wish. Any heavy truck axle shop should be able to get (or rebuild) what you need.
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Old 08-29-2019, 04:30 AM   #17
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 11,881
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
My red bus has 19.5s but it’s a short wheel base. Too short for a hauler. There are handicap busses which have flat floors and low pro rear wheels.
You can gain a little adjustment for loading by finding a bus with air ride rear and dumping the air.. it’s a few inches at least depending on the amount of rear overhang your bus has.
There are low pro 22.5s made also..
You really don’t want to go too tall on the rear unless you plan to have enough gears of the right ratio to still climb hills. The DT engines don’t like to lug, they are worthless for power below 2000-2100 rpm but will cruise there as long as it’s not floored. The book says they peak at 2300 but I find 2500 to be where it seems to pull the hardest on hills. I only have 4 gears and my 3-4 shift(auto) is a huge drop in ratio.

For you I wonder if a 2 speed rear might suit you well. Low pro 22.5s and a 4.10 high and 4.44 low rear to give you more gear choices..
a firiend of mine did a full brownie box ..( just for fun. He enjoys the bus reatomod hobby like me). And that thing is a beast. So it’s 5 and 4. I believe the last 2 on the brownie are OD. There is some redundancy but I think we calculated he has 17 unique gears...he also swapped in a dt360. There isn’t anything that bus can’t do gear wise.
Christopher
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Old 08-29-2019, 05:43 AM   #18
Skoolie
 
Join Date: Jan 2016
Location: Foot of the siskiyou mountains Oregon.
Posts: 131
Year: 1989
Coachwork: Thomas / international
Chassis: International
Engine: Dt 360/ spicer 5 speed
Rated Cap: 42
The dt360 and 466 peak at different rpm. The 360 spins a little faster.mine hits 2800 no problem, though I try not to take it there!)
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Old 08-29-2019, 06:13 AM   #19
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 11,881
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
my 360 is tagged to peak at 2300.. max RPM is 2800-2900.. the navistar service book state it can be spun to 3200. but that "RPMS Above 2800 will shorten the length of service".. they do tell you how to adjust the governor.. the only reason i spoin mine fast than 2500 is because im slightly under-geared. for some of the traffic conditions I run into..
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Old 08-29-2019, 07:17 AM   #20
Bus Nut
 
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Join Date: Oct 2017
Location: Virginia
Posts: 989
Year: 1971
Coachwork: Wayne
Chassis: International Loadstar 1700
Engine: 345 international V-8
A note on gearing and tranmissions,

The NV4500 is real trouble prone for loosing 5th gear. the nut that holds it on the main shaft comes loose and 5th gear slides back out of contact, and just spins safely next to the speedometer gear. On the 4 wheel drive ones a spacer can be put in to stop this, but the 2 wheel drive ones have nothing behind 5th to stop it. Double nut has not helped me or welding the nut to the gear. All have failed. Check out the Dodge tuck forums for this.

Two speed rear, or brownie box are great for splitting gears so that you can keep the engine closer to it's best powerband. My bus has a two speed rear, my truck a 3 speed brownie(spicer 5831B) The two speed rear has better manners...but both do the job.
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