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Old 10-09-2017, 10:39 PM   #21
Mini-Skoolie
 
Pygmy Yeti's Avatar
 
Join Date: Aug 2017
Location: Cincinnati, OH
Posts: 52
Year: '91
Coachwork: AmTran
Chassis: International
Engine: 7.3
Rated Cap: 71
Quote:
Originally Posted by Greatestrr View Post
Its a fairly heavy load. Full buildout I'm doing. Tho i haven't noticed much difference in how it drives with it empty and now loaded. Only real difference is its alot quieter now. Not so much rattle. Fuel mileage has been about the same also. At 55 i do about 10 mile a gallon. To know what the trans is look at the tag on the trans or find a serial number. Your motor is definitely an idi if its a 7.3 from 1990. Thats before international sold to ford. Easy motor to wrench on thats for sure. Any mechanic can work on it and you should have zero problems with parts. I'd buy it. If for nothing else that amazing paint job. Oooorah america
What kind of trans are you running on and are you happy with it?

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Old 10-09-2017, 10:44 PM   #22
Mini-Skoolie
 
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Join Date: Aug 2017
Location: Cincinnati, OH
Posts: 52
Year: '91
Coachwork: AmTran
Chassis: International
Engine: 7.3
Rated Cap: 71
Quote:
Originally Posted by PNW_Steve View Post
Nice looking rig.

The 7.3 is likely the IDI, non-turbo engine. They have a pretty good reputation for reliability and economy. Not so much in the power department though.

Also, it is likely equipped with the Allison AT545 transmission. It is a 4 speed and lacks a lockup torque converter and overdrive.

If you want a great highway rig you may want to keep looking. If you will spend little time on the highway and primarily be parked then you will be in better shape.
I am only going to use it maybe once a month to go 2-6 hrs from home to camp with family. No real full time highway life or anything. I just don't want to take the family on a 4 hr. jaunt and burn my stuff up and be sitting on the side of the highway.
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Old 10-09-2017, 10:48 PM   #23
Mini-Skoolie
 
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Join Date: Aug 2017
Location: Cincinnati, OH
Posts: 52
Year: '91
Coachwork: AmTran
Chassis: International
Engine: 7.3
Rated Cap: 71
Quote:
Originally Posted by Rusty View Post
IDI has no turbo. info
Is this tranny going to burn up if I only use for camping once a month about 2-6 hrs away? I'm not going to be living on the road or anything. I don't want to be on the side of the road with my kids and a melted tranny. I respect your opinion.
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Old 10-10-2017, 12:48 AM   #24
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Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by Pygmy Yeti View Post
Is this tranny going to burn up if I only use for camping once a month about 2-6 hrs away? I'm not going to be living on the road or anything. I don't want to be on the side of the road with my kids and a melted tranny. I respect your opinion.
The transmissions are tough in buses. They all hate heat.

The nicer ones have:
lockup torque convertor - makes less heat / better in mountains
overdrive- lowers RPM's & higher top speed / better milage

The AT545 has neither of these, but there are a bunch of skoolies with the AT545 racking up loads of miles.




Here is some mumbo-jumbo

ALLISON AT 545 SPECIFICATIONS

General Purpose Truck and Motorhome Rating
Net input power 235 hp (175 kW)
Net input torque 445 lb-ft (603 Nm)
Vehicle weight Up to 30,000 lbs (13,608 kg) GVW or GCW

Airport Shuttle Bus Rating
Net input power 180 hp (134 kW)
Net input torque 380 lb-ft (515 Nm)
Vehicle weight Up to 26,500 lbs (12,020 kg) GVW

School Bus, Intercity Bus and Shuttle Bus Rating
Net input power 235 hp (175 kW)
Net input torque 445 lb-ft (603 Nm)
Vehicle weight Up to 30,000 lbs (13,608 kg) GVW

Refuse Vehicle Rating
Net input power 235 hp (175 kW)
Net input torque 445 lb-ft (603 Nm)
Vehicle weight Up to 22,050 lbs (10,002 kg) GVW

ENGINE INTERFACE
Acceptable full-load engine governed speed 2400-4000 rpm (diesel)
3200-4000 rpm (gasoline)
Minimum engine idle speed
(with transmission in drive) 500 rpm

MOUNTING
Engine SAE No. 3
Chassis Two-bolt mounting pad, each side
(Rear support required for some installations)

TORQUE CONVERTER STALL TORQUE RATIO Kp-FACTOR* AT STALL
TC-275 1.96 115.5 (99.2)
TC-290 1.72 94.1 (80.
*Kp-Factor defines torque converter capacity. Kp = the ratio of converter pump speed [rpm] divided by the square of pump torque [lb-ft (Nm)].

MECHANICAL RATIOS (RANGE)*
First
3.45:1
Second
2.25:1
Third
1.41:1
Fourth
1.00:1
Reverse
-5.03:1

RATIO COVERAGE
Forward
3.45
*Gear ratio does not include torque converter multiplication.

CONTROL SYSTEM
Description Hydraulic
Driver-to-Transmission Interface Customer furnished cab-mounted shift selector

OPTIONAL CONVERTER-DRIVEN POWER TAKEOFF PROVISION ? RIGHT SIDE
PTO drive gear rating Intermittent ? 1.00 x turbine speed, 250 lb-ft (339 Nm)
Continuous ? 1.00 x turbine speed, 200 lb-ft (271 Nm)
NOTE: Retarder provision is not available if this option is selected

SPEEDOMETER PROVISION (Only one may be specified)
Speed Sensor Gear 16-tooth gear for magnetic pickup
Mechanical Drive Gear 5-tooth helical drive gear for mechanical driven gear
Mechanical Drive Gear 8-tooth helical drive gear for mechanical driven gear
Location Rear section of transmission housing

OPTIONAL RETARDER PROVISION
Input
Integral, hydraulic
Capacity at 2600 rpm
Torque Power
355 lb-ft (480 Nm) 175 hp (130 kW)
NOTE: Converter-driven PTO provision is not available if this option is selected

OIL SYSTEM
Oil type Dexron III, C4
Capacity (excluding external circuit) 20.0 qts (18.9 liters) standard oil pan
Capacity (excluding external circuit) 15.0 qts (14.2 liters) optional shallow oil pan
Filters ? main and cooler (optional) Replaceable element, remote mounted

SIZE
Length* 27.2 in (691 mm)
Depth (below transmission centerline w/standard oil pan) 11.2 in (284 mm)
Depth (below transmission centerline w/optional shallow oil pan) 9.7 in (246 mm)
Weight 267 lbs (121 kg)
Weight (dry with PTO) 275 lbs (125 kg)
Weight (dry with retarder) 315 lbs (143 kg)
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Old 10-10-2017, 05:18 AM   #25
Bus Geek
 
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Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 23,350
Year: 1999
Coachwork: Thomas
Chassis: Freighliner FS65
Engine: Cat 3126
Rated Cap: 15
Fred n Dan have taken their heavily loaded bus across the USA several times and its got a 545.
545 will get you there, its just not ideal and when folks are bus shopping its prudent to try and avoid one if possible.
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Old 10-10-2017, 07:07 AM   #26
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 15,604
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
if you are going to use it a few times a month and dont mind going slower then its likely a great match for you.. for one wit ha paint job like that I have to think the bus has at least some highway potential, as in the ability to drive 55-60, as it looks like it was some type of a politicians traveling rig.

secondly I had 2 busses with AT545's and drove them from ohio to florida and to new york, etc more than once.. I had an issue with the newer (2000) AT545 simply because an electronic part went bad and I wasnt aware of it.. so it caused me to have an issue with shfting into first gear.. I wanted an upgrade..

my older 1990 Bus with a DT-360 (inline 6 5.9) has an AT545 and I put 17 or 18k miles on it since ive had it in may of 2016.. its gone 1000 miles at a time..

is the AT545 the ideal transmission? nope, but if treated right it will get you there..

if i had a chance to buy that bus for that price for what you want to do with it, id jump on it.. its already painted, nice newer rebuilt engine, sounds like good tires.. so id go test drive it if you can and start camping..

will it be in the slow lane on the hills? probably, but does that matter?

-Christopher
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Old 10-10-2017, 07:59 AM   #27
Skoolie
 
Join Date: May 2017
Location: Lake geneva Wisconsin
Posts: 199
Year: 93
Coachwork: Amtran
Chassis: International
Engine: 7.3 idi
I have a 5 speed spicer. I love it. My bus will do 60, I'm sure this one will too. I keep it slower for fuel mileage. Plus it gives me a chance to look around and see stuff.
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