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Old 08-26-2016, 09:37 AM   #41
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Allison ratings:

AT 543: 235HP/445# torque input

MT 643: 250HP/640# torque input
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Old 08-26-2016, 11:06 AM   #42
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Originally Posted by Tango View Post
Allison ratings:

AT 543: 235HP/445# torque input

MT 643: 250HP/640# torque input

so I got lucky with mny old gasser bus when i built the 454 chevy up to over 350 Horsepower and never blew the 545?

-Christopher
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Old 08-26-2016, 12:05 PM   #43
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so I got lucky with mny old gasser bus when i built the 454 chevy up to over 350 Horsepower and never blew the 545?

-Christopher
No, its a common swap............If you want that AT545 to be stout, change it over to C-3 fluid, make sure the filters are fresh and clean, make sure the kickdown cable is in good condition and properly set and put one or 2 air/oil coolers on the 545, even a reserve tank on top. The biggest killer of em is HEAT. Increase the fluid capacity and increase the cooling ability and these things will take serious punishment. Eliminate the heat issue and these transmissions are much better than people give em credit for.
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Old 08-26-2016, 01:40 PM   #44
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well that old gasser bus is RIP.. (2 fools, a gas can, and a chevelle in a garage 'toasted' that little bus)..

but I have a 545 in my current bus and have no issues with it... I dont have an external cooler on it however I did set my fan clutch temperature lower.. (viscous clutch measures RADIATOR temp as opposed to engine temp).. so my coolant temperature in the radiator runs lower which allows the stock loop cooler to do its job better..

It gives me nice stout shifts and that "cool school bus whistle sound" that I love.. ive run over 6000 miles on the bus since I got it a few months ago..

I'll look into the C-3 fluid.. my current dino fluid is beautiful clear red as it should be so I have every reason to believe the transmission is in good health..

-Christopher
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Old 08-26-2016, 02:01 PM   #45
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Maintaining good, clean fluid and filters will extend the life of any auto. And adding an inline cooler/radiator for that fluid will make it last just that much longer. But...if you do add a cooler...make sure to incorporate a bypass thermostat. 'Cause autos don't like cold fluid for very long either.

Once again...below is the Hayden version of the standard temperature/longevity chart for automatic transmission fluid for any who have not seen it. The Allison specs are the same except for the new gen trannies with their TranSynd synthetic fluid. It has quite a bit more heat tolerance.

Hayden - Transmission and Engine Oil Coolers
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Old 09-01-2016, 11:47 AM   #46
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Any experience out there with the VT-365 motor?
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Old 09-13-2016, 03:46 PM   #47
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I am curious about experience with the 5.9 cummins in combo with the allison 2000 transmission?

It is not mechanically aspirated which by my best guess means that their are more parts that *could* go wrong. However, on the upside the tran has an overdrive gear and cruises at 70 (governor'ed) at 2100 rpm - that means I can cruise more fuel efficient... What does the crew think?
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Old 09-13-2016, 04:09 PM   #48
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Any experience out there with the VT-365 motor?

the VT-365 is the ill-fated '6.0' ..very close to the '6.0' powerstroke ford motor... they can be bullet-proofed to be reliable but unless you wpork on engiones yourself the VT-365 will cost alot to update to a good standard and not be worth it....

theres a ton of info online about the power-stroke 6.0 / VT-365 and some lively spirited discussions on here about it....

-Christopher
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Old 09-13-2016, 11:48 PM   #49
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Quote:
Originally Posted by cadillackid View Post

-Christopher
- Thanks, after posting that, I found a bunch of data stating concerns.

Any thoughts on the Cummins 5.9 paired with an allison 2000 series tran (with overdrive).

Thanks Again
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Old 09-14-2016, 08:25 PM   #50
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I like the 466 but I have a t444e and really like it , I get it that the 466 is a million mile motor and the t444e is maybe 1/2 million, so I have about 246kms on mine which is about 153kmiles, so if I drive 10,000miles a year, my t444e should last another 35 years before it craps out, I wont live that long.
The moral of the story, if you get a good bus with a t444e don't be scared to buy, parts and support are easy to find.
just my 2 cents worth
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Old 09-15-2016, 09:51 AM   #51
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I like the 466 but I have a t444e and really like it , I get it that the 466 is a million mile motor and the t444e is maybe 1/2 million, so I have about 246kms on mine which is about 153kmiles, so if I drive 10,000miles a year, my t444e should last another 35 years before it craps out, I wont live that long.
The moral of the story, if you get a good bus with a t444e don't be scared to buy, parts and support are easy to find.
just my 2 cents worth
gbstewart
the T444 has a B50 rating of 350k(meaning expected major overhaul/failure rate is about 50% of that engine line at that miliage). Not a biggie in itself......its a good motor. But if there is major failure or overhaul needs the engine is going to most likely need to be yanked as its not an in frame overhaul design.
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Old 09-15-2016, 10:40 AM   #52
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where can i find B10 and B50 charts for vasrious engines?

-Christopher
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Old 09-15-2016, 01:16 PM   #53
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I did a quick google search and found this Chris. Basically I just typed in B50 and whatever engine I was considering. This one happened to have a couple in a chart.

http://www.todaystrucking.com/images/HinoB50life_06.pdf
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Old 09-15-2016, 01:27 PM   #54
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too funny because I found that chart.. I guess i should think my DT-360 is similar to the DT-466 though I havent found info on my engine..

whats interesting is the VT-365... I guess busted injectors, failed EGR, etc isnt considered "major".... I dont think the VT-365 suffered the head-stud issues that the ford version did but maybe... still interesting they consider it a long life engine..

-Christopher
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Old 09-15-2016, 02:20 PM   #55
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Quote:
Originally Posted by ntrain6942 View Post
the T444 has a B50 rating of 350k(meaning expected major overhaul/failure rate is about 50% of that engine line at that miliage). Not a biggie in itself......its a good motor. But if there is major failure or overhaul needs the engine is going to most likely need to be yanked as its not an in frame overhaul design.
so true, taking that motor out is no big deal, so much room on the dog nose bus, if mine puked I would just buy another bus either swap the motor or build a new skoolie, be almost cheaper and faster then rebuilding the engine.
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Old 09-15-2016, 02:23 PM   #56
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too funny because I found that chart.. I guess i should think my DT-360 is similar to the DT-466 though I havent found info on my engine..

whats interesting is the VT-365... I guess busted injectors, failed EGR, etc isnt considered "major".... I dont think the VT-365 suffered the head-stud issues that the ford version did but maybe... still interesting they consider it a long life engine..

-Christopher
The DT360 is the same exact engine design/family. Its just a smaller version of the 466. B50 of 500k wet sleeve design.
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Old 09-15-2016, 04:16 PM   #57
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I am curious about experience with the 5.9 cummins in combo with the allison 2000 transmission?

It is not mechanically aspirated which by my best guess means that their are more parts that *could* go wrong. However, on the upside the tran has an overdrive gear and cruises at 70 (governor'ed) at 2100 rpm - that means I can cruise more fuel efficient... What does the crew think?
Wouldn't that depend on what year of 5.9 it is?
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Old 09-15-2016, 04:30 PM   #58
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I read you can get a kit to up grade the D466 to a 530. the tractor pullers say you can by a set of pistons that are use for tractor pulling and it will be bullet proof and the pistons cost a grand.

I read that a set of injectors for the old 466 will cost a grand and each injector for the 466E are $1200.00 each.

Find you a tractor puller that uses the 466 and thy will educate you and maybe a great source of parts.
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