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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.
At the same time, Mark, is working on getting the ...
... fuel tank out. It took significatly longer than planned as it was next to impossible to reach some places where something needed to be loosened or removed. But persistance paid off!
This is where the fuel comes out and back into the tank. A fuel injection system pumps much more fuel through the system than is needed to run the engine as the excess flow ensures full availibility of fuel and the excess fuel flow also cools the injectors.
You have seen the fan pulley and the orignal fan clutch before.
That clutch will not work with the switch in direction of the engine as there will no long be air flow to activate the clutch. Also the air needs to be pushed out of the rear of the coach and not drawn in. This required a change in both the clutch and the fan. Above is the new clutch which will be activated by engine temperature rather than ambient air temperature.
The new clutch had a smaller diameter threaded attachment so the pulley was dismantled and the shaft size reduced and then threaded to match the new clutch.
A steel washer was also cut and fitted to ensure that the new clutch pressed against the pulley as it is a press fit.
This shows the two pieces temporairly fitted together. The fan attaches to the inside of the clutch so these pieces will be permanently joined later.
Here is the new fan laid on top of the old fan. The new one has about a 1/2 inch smaller diameter and six blades instead of nine. While there are fewer blades, they are deeper and have a greater pitch.
Here are the two fans. The new fan is from a rear engined Workhorse chassis that is powered by an 8.1 cu in GM gas engine that is used in coaches up to 22,000 lbs. The FMC has a gross weight of just under 15,000 lbs.
Back to the fuel system. This is the top of the fuel tank that I removed with a jigsaw. It holds the fuel inlet/outlet/guage sender unit.
Here it is flipped over. Note that it is two layers with the dark outside being the initial molding. After the attachment points are completed, the tank is then lined with the white nylon(?) material you see here.
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