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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]


This is looking across the back of the coach. The air will leave the turbo and then enter from the left and then exit at the top of the unit. The air will then go about half way across the coach and then drop down and into the engine.

(1 Comments)
As mentioned earlier, I will be using a water to air intercooler rather than an air to air unit. Being small physically, I was able to tuck it up into the top of the right, rear corner of the engine compartment.

This is the stock air intake and filter housing from the donor pickup. It was swung up and then attached to the top of the engine bay.

Eric reading the wiring schematics in the shop manual and then finding and tagging the specific wires that we will be needing.


Given that the normal place to secure the outer sheath of the shifter cable was in such a position that it could not be used, I had to create a means of securing the cable. A small, long bolt was attached to the transmission support and then it and the cable were enclosed in separate pieces of 3/8" tubing and with some rubber shims the cable was pointed where it needed to be to not be in a bind and then secured.

Using a piece of scrap metal, I switched the transmission shifting from a pull through the gears to a push through the gears. I also moved the shifting arc forward so that the middle gears are at the top of the arc. Later, I will redo this adapter to increase the radius of the shifting arc about 1/4" to better align the gear selection with the indicator on the dash.

Another view of the "control center". Note that it is easy to bleed the brake booster with everything in place.

The engine control module (ECM) was then attached higher up and on the other side of the vertical mounting plate. This puts the engine compartment modules and the fuse/relay box close to each other with easy access for service.


This is where I mounted the transmission control module (TCM).

Hard to see, but the return line then comes down in the corner of the engine compartment and then goes rearward to the right side of the fuel cooler. The returning fuel has picked up heat from the engine and part of that heat is disipated here to prevent over heating of the fuel over time. The fuel exits the cooler on the left and then returns to the fuel tank.

With fuel injection systems, more fuel comes into the engine than is used so some of it has to go back to the tank. Here is where the excess fuel leaves the engine and heads over to the other side of the firewall.

Looking at them from below.
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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