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Old 10-02-2022, 06:51 PM   #1
Bus Crazy
 
Join Date: May 2018
Location: topeka kansas
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Year: 1954
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Chassis: old f500- new 2005 f-450
Engine: cummins 12 valve
Rated Cap: 20? five rows of 4?
Allison TCU

I am looking at a TCU. The TCU is marked B400. This TCU is being advertised as a TCU for a 3060.

Seems suspect to me. I wonder if the transmission is a B400 and the seller doesn’t know it.

The set would indicate that the system came from a mechanical injection engine.


Seller says came from B series Cummins.


What day you all?

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Old 10-02-2022, 07:20 PM   #2
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
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Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
it very well could be.. the B400 and the MD3000 are similar units.. the B400 is Bus specific Vocation (according to allison).. I honestly dont know if the solenoid packs are any different than an MD3000 series..
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Old 10-02-2022, 08:14 PM   #3
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Join Date: Jun 2020
Location: Long Beach, CA
Posts: 859
Year: 1998
Coachwork: Blue Bird
Chassis: TC2000, 40' MPV
Engine: 5.9 Cummins/B300 trans
Rated Cap: U/K
My bus has a B300, push button, and the specs to a 3060 are almost identical
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Old 10-02-2022, 09:51 PM   #4
Bus Crazy
 
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Chassis: old f500- new 2005 f-450
Engine: cummins 12 valve
Rated Cap: 20? five rows of 4?
thanks

Thank you for the input. This transmission, flywheel, engine adapter, TCU, relay box, wiring harness, are for sale -- about $1500. says this set up is for a b series cummins..... out of a monaco motorhome. seems like a decent deal.

william
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Old 10-03-2022, 06:57 AM   #5
Bus Geek
 
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Chassis: International 3800
Engine: DTA360 / MT643
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if its a B400R youd be real lucky as thats the version with a retarder built in. the B400 is generally heavier duty than the B300.. still based on the 3000 series..



the 3000 / B series is a VERY HEAVY transmission.. so think about that when considering mounting for it that you'll most likely want to use secondary mounts..the secondary mounts are generally on the side of the trans in the bell area.. the 2000 series are much lighter and typically dont need secondary mounts (unless the 5.9 requires it in your usage scenerio).
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Old 10-03-2022, 09:25 AM   #6
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Join Date: Oct 2021
Location: Jax Beach, FL
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Year: 2003
Coachwork: BlueBird
Chassis: TC2000 28ft
Engine: Cummins ISB 5.9 24v, MD3060
Rated Cap: 14
Quote:
Originally Posted by cadillackid View Post
if its a B400R youd be real lucky as thats the version with a retarder built in. the B400 is generally heavier duty than the B300.. still based on the 3000 series..



the 3000 / B series is a VERY HEAVY transmission.. so think about that when considering mounting for it that you'll most likely want to use secondary mounts..the secondary mounts are generally on the side of the trans in the bell area.. the 2000 series are much lighter and typically dont need secondary mounts (unless the 5.9 requires it in your usage scenerio).

My ISB is mated to a 3060. It was a surprise to me, but it 100% hangs off the bell housing. There is one motor mount under the crank pulley and one on each side of the bell housing. It's a TC2000. I'm not sure what the all-American has since it has a drop frame up there.
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Old 10-03-2022, 10:23 AM   #7
Bus Crazy
 
Join Date: May 2018
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Chassis: old f500- new 2005 f-450
Engine: cummins 12 valve
Rated Cap: 20? five rows of 4?
I think

I am going to stick to the plan for a 2000 series transmission. I am at 15,000 lbs now and expect to be at 20,000 lbs or less. I am of the opinion that a 3000 series and such is much more than I need.

I currently know of two of these big transmissions used out of motor homes.

I need to stick to the original plan.

Thanks for the confirmation of the transmission type from the TCU.

William
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Old 10-03-2022, 10:36 AM   #8
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Join Date: Oct 2021
Location: Jax Beach, FL
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Year: 2003
Coachwork: BlueBird
Chassis: TC2000 28ft
Engine: Cummins ISB 5.9 24v, MD3060
Rated Cap: 14
Quote:
Originally Posted by magnakansas View Post
I am going to stick to the plan for a 2000 series transmission. I am at 15,000 lbs now and expect to be at 20,000 lbs or less. I am of the opinion that a 3000 series and such is much more than I need.

I currently know of two of these big transmissions used out of motor homes.

I need to stick to the original plan.

Thanks for the confirmation of the transmission type from the TCU.

William

Probably a good plan. You have a 12v, so i think you need older WTEC2 in order to take a 3060. All these parts you found would mate up (with wiring harness work still), to a ISB 24v.


I would like to p-pump my ISB or in future swap to a 6CT. I don't really see a way of keeping the 3060 without finding an old deprecated WTEC2 to swap in as well.
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Old 10-03-2022, 11:02 AM   #9
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Rated Cap: 7 Row Handicap
you can very much run WTEC-III.. you dont want WTEC-II.. you cant hardly get any service on those.. yukth! stay away from WTEC-II, simply get the right WTEC-III TCM built with the type of throttle box you will use..



just like we talked on another thread.. there are mechanical to J1939 throttle boxes made so you can link to either the pedal itself or the linkage at the pump..
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Old 10-03-2022, 11:07 AM   #10
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 17,334
Year: 1991
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Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
wow I guess the 5.9 is like the IH motors then, they just hang off the bell.. same type of Tripod mount configuration.. one up front and 2 in the back...



a fully loaded allison 1000 / 2000 is about 350-400 lbs.. the same MD3060 is around 800 lbs..



driveability-wise when I replaced the 545(300 lbs) in my DEV bus to the MT643 (750 lbs) I didnt notice any different in the weight distribution of the bus.. the difference in weights overall is really nbothing more than a couple fat kids on the bus in weight..


of course the heavier trans drives heavier.. the MT643 is not a graceful unit by any means.. you feel the shifts and they are solid (not clunky or hard just solid).. althoiugh the lockup clutch comng on does feel like someone a little zealous in letting out the clutch after a shift
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Old 10-03-2022, 11:09 AM   #11
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Chassis: TC2000 28ft
Engine: Cummins ISB 5.9 24v, MD3060
Rated Cap: 14
Ahh. So same conversion needed from mechanical to 2000 series. I'll keep that in mind. I wanted to know my options for when I do an out of frame. I know I don't want to go back to WTEC2, I just hadn't seen any mechanical engines come from the factory with wtec3.
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Old 10-03-2022, 11:13 AM   #12
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Join Date: May 2009
Location: Columbus Ohio
Posts: 17,334
Year: 1991
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Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
Quote:
Originally Posted by fo4imtippin View Post
Ahh. So same conversion needed from mechanical to 2000 series. I'll keep that in mind. I wanted to know my options for when I do an out of frame. I know I don't want to go back to WTEC2, I just hadn't seen any mechanical engines come from the factory with wtec3.

WTEC-III was release in mid to late 98.. pretty much all the mechanical engines were gone by then.. so you are likely right that no mechanicals came with it..
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Old 10-08-2022, 06:22 PM   #13
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Join Date: May 2020
Location: Oregon
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Year: 2009
Coachwork: International
Chassis: 4200
Engine: VT365 International
Quote:
Originally Posted by magnakansas View Post
I am going to stick to the plan for a 2000 series transmission. I am at 15,000 lbs now and expect to be at 20,000 lbs or less. I am of the opinion that a 3000 series and such is much more than I need.

I currently know of two of these big transmissions used out of motor homes.

I need to stick to the original plan.

Thanks for the confirmation of the transmission type from the TCU.

William
If you are interested I have a low mileage (less than 40k miles) Allison 2500 that I will be selling soon. It came out of a motorhome and the transmission was married to an international VT365 engine. The TCM/transmission is set up as a 5 spd now but when I spoke to the local Allison dealer he checked with the factory and said it could be reprogrammed to enable 6th gear. It’s a Gen 4 transmission and I have the TCM that was used with it. I don’t have the transmission to TCM or TCM to chassis harness as I reused this when I installed the 3000 transmission.

As an FYI when I was talking to the Allison dealer I also asked if the torque converter was compatible with the Cummins 340 HP 6.7. The dealer said it was compatible. It sounds like you have an older ISB engine but I am not sure how much the torque and RPM very between your engine and the newer 6.7.
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