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  1. I have some questions about the Cummins L10 engine and its common transmission, the Voith DIWA D863.2-W7. This winning combo lasted from 1986 to 1994. Among them: 1. Were there any Canadian TA's that specified the L10 and Voith in the angle-drive (aka V-drive) layout? There, only one manufacturer offered such a configuration: New Flyer, since they made buses in both T-drive and V-drive layout. But here in the U.S., we had two more manufacturers cataloging this powertrain in this layout: Flxible and Neoplan (the latter, like New Flyer, built buses in both T-drive and V-drive layouts). 2. Regarding the V-drive layout, was the L10 laid down on its side (a la the Volvo B59 and B10R series)? or If there was one solution the Toronto Transit Commission could have done with its 1990 New Flyers with their Cummins L10 engines and ZF Ecomat 4HP500 transmissions circa 2000: they could have specified the Voith D863.3-W7 or, at least, the Allison VR731R (final "R" means reverse rotation, also called "RH"). But instead they chose to procure the old-fashioned V730's from a bunch of their retired 1977-81 GMC New Look buses. I wonder if that is because of the fact the VR731R/RH is electronically-controlled and the L10 at the time of original production was mechanically-controlled? ~Ben
  2. Does anyone remember the quality of the Neoplan AN440 series? They were made in both T-drive and V-drive configurations. The very first Neoplan AN440s to show up in the USA were ordered by Atlanta, GA's MARTA, and these (of the V-drive configuration) used Detroit Diesel 8V71N engines and Allison V730 transmissions. That was in 1981, the year Neoplan USA was established. In 1982, SEPTA of Philadelphia, PA signed a multi-year contract with Neoplan USA to deliver 1000 buses between 1982-89. They were of the T-drive configuration, and so were equipped with Detroit Diesel 6V92TA engines and Allison HT740 transmissions (from 1982-83; the 1984-85 models used the slightly improved Allison HT747 transmissions, and the 1986-89 models used ZF 4HP590 transmissions). In 1983, LACMTA (then SCRTD) of Los Angeles, CA, took delivery of 415 AN440A-T buses with the same powertrain as the SEPTA Neoplans (the Detroit Diesel 6V92TA and Allison HT747, for units #3300-3689; #3690-3714, from 1984, used the Allison HT748 ATEC). Four years later, they would order 90 AN440A-V units, #1100-1189, with the same Detroit Diesel 6V92TA DDEC engine, but being a V-drive layout, used the Allison V731 ATEC transmission. In 1986, MTA of Baltimore, MD, took delivery of just 10 AN440A-T models, ID's #3701-3710. All 10 had Detroit Diesel 6V92TA engines, but the first 5 units, #3701-3705, used Allison HT747 transmissions while the second part of the order, #3706-3710, used Voith D863.2 transmissions (which was usually only available if the engine were a Cummins L10). In 1991, Jacksonville Transit of Jacksonville, FL, took delivery of 20 AN440A-V models, ID's #9101-9120, with the same powertrain as the Los Angeles 1100 series Neoplans. It should also be known that Neoplan initially supplied its own axles (both front and rear) before switching to Rockwell (later Meritor) and ZF axles. I wonder what the rear end ratios are as to the Neoplan axles used in the 1980s. ~Ben
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