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The Dieselfication of Coach 1046
Author: BigRabbitMan (Show all albums)

This album is dedicated to following the process of Coach #1046 being converted from a 1976 Chrysler 440-I with a 4spd Allison AT540 transmission to a 2006 GMC Duramax LBZ turbo diesel with a 6spd Allison 1000 double overdrive transmission. There is a companion discussion thread in the Mechanic's Corner section of the Forum area of this site.
Show Newest Photos First | Show Oldest Photos First379 Photos - Page : [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [19] [20] [21] [22] [23] [24] [25] [26] [27] [28] [29] [30] [31] [32]


The weather enclosure is added.

The base is bolted down.

A platform was created to hold the fuse block unit. Note that a hole was provided to be able to access the bleed valve on the brake hydraboost unit that is being covered up.

This area was cleaned up as previously the vacuum, power steering, AC hoses and most electrical lines came into this area.


This is what held the fuse/relay board on the donor unit's left fender under the hood. I trimmed stuff off of the bottom to make it fit a flat surface vs the curved surface of the pickup fender. The top cover has the fuse diagram with identification of the ciruits. The extension on the right was later removed as well.

(1 Comments)
If you look at the big round disc that separates the right hand portion from the left hand portion of this harness, you have found where the fire wall separated the engine compartment portion of this harness from the interior of the cab portion of the harness. The portion of the left side that will be used will be moved to the front of the coach and will have about 30 ft of wire inserted into the harness.

(1 Comments)
Here Eric is removing fuses and relays that will not be used from the fuse box. A lot of stuff such as lights, turn signals, etc. that went through this fuse box will not be used as they are separate systems with the FMC. The wiring harnesses will also be stripped down to what we need.

The process of installing the various electrical componets has started. The harnesses on the floor are yet to be sorted out.


All bolts/nuts on the face of the engine have been torqued and the viscous fan clutch and fan have been installed. The wire that you see leading away will go to the controller that adjusts the fan speed based on engine temperature. The fan is always at no less than 30% engagement. When the temp reaches 190 degrees farenheit, the controller will start increasing fan speed until it reaches full engagement at 220 degrees. The thermostats start opening at 180 degrees and are fully open at 230 degrees. There is a separate thermostat for each head.

The next step is to complete the installation of the things that go onto the face of the engine. Here the dual 145 amp alternators are installed as well as the vacuum pump at the lower left. The mechanical vacuum pump was added so that vacuum would be available for the coach's brakes. Diesels don't create a vacuum at the intake manifold so it must come from elsewhere.

With the engine installed for the last time, the engine puller is put out to pasture to await its next assignment! That may be Eric's coach as that is what the puller is snuggling up to!

Here is a little better view of that last portion of the brake activation mechanism.
Show Newest Photos First | Show Oldest Photos First379 Photos - Page : [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [19] [20] [21] [22] [23] [24] [25] [26] [27] [28] [29] [30] [31] [32]

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