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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.
Here is view of the right or passenger side of the engine. This is the side where the engine's computer stuff will be attached.
This is the left or driver's side of the engine.
One spot of the firewall was shaved a little to ensure plenty of clearance for the intake system.
While the engine was out, the parking brake system was designed and constructed. It starts with the hand lever beside the driver's left hand. Note that I screwed the adjuster down about 3/4 of the way so that as the brake wears, the slack can be quickly and easily taken up by the driver as needed.
Pulling up on the hand lever pulls a cable seen at the top here. That pulls the top of the short lever forward and the bottom rearward.
As the bottom of the first pivot moves rearward and pulling on the rod attached to it, the rod pulls the top arm of the next lever rearward as well. That rotates the "L" shaped lever and the forward arm of that lever pulls the other rod to the right which .....
.... then pulls on the rod attached to the activation arm of the brake itself. Note that with the new brake drum and shoes it only takes a small movement to properly apply the brake. When the cab lever is pushed forward, the rods, being stiff, push the brake completely released without relying on the internal springs.
Here is a little better view of that last portion of the brake activation mechanism.
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!
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.
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 process of installing the various electrical componets has started. The harnesses on the floor are yet to be sorted out.
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