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Found 8 results

  1. The OCTA and its articles are in a serious need for updates because the fleet info is incomplete particularly because there are shuttle buses used for OCTA ACCESS Service that are not in the fleet. I have lived in Orange County, California for almost my entire life and this is the bus system where I had my first bus rides in 2015! The following details that must be added to the OCTA and its articles are: The OCTA was established in 1991 from the Orange County Transit District OCTA units 8501-8599 are 2014-2015 Glaval Buses built on a Ford F-450 Chassis OCTA units 8601-8700 series are 201
  2. Since I haven't found any good thread to put this in (as this pretty much applies to any vehicle with an Allison transmission), I'll start this thread here and hope somebody has an answer. Today I came across this document on the web: https://freightlinerads.azureedge.net/ShiftSelector2013.pdf It shows how to use the familiar keypad I've seen on many buses I've been on. In particular, I've noticed the so-called "5th Generation Electronic Controls", which has the high-res, dot-matrix graphical display, looks different from the one I've seen on vehicles in the GTA like GO Transit's latest
  3. I am sure most of you know about the Allison HT740 and HT747 transmissions, but the lower-rung MT644 and MT647 are not quite fondly as remembered. These share some of the same parts, such as torque converters. The MT644 was designed for engines up to 300 hp and 780 lb/ft of torque, whereas the later MT647 ups the input torque rating to 950 lb/ft. But for transit buses, these ratings will be different; for now I know the input hp limit for bus engines is 250. The MT648 was the electronically-controlled equivalent of the MT647. Torque converter ratios are 2.21 (TC495) and 1.92 (TC494). The HT7
  4. I am wondering if anyone has any application data regarding the Allison automatic transmissions used in our favorite buses of the 1970s, 1980s and early 1990s? Typically, these are the transmissions to be used in city buses: 100-175 hp = AT540, AT545 175-210 hp = MT640, MT(B)643 210-250 hp = MT(B)644, MT(B)647, MT(B)648 175-275 hp = MT(B)654CR, V730, V/VR731(RH) 275 hp or more = HT740, HT(B)741, HT746, HT747, HT(B)748 ~Ben
  5. Has anyone ever determined which torque converter ratio is best for each engine/transmission combo? Example 1: Allison AT545 transmission with TC290 (1.72:1) torque converter behind Cummins B5.9 190 hp (475 lb/ft) engine Example 2: Allison MT643 transmission with TC360 (2.86:1) torque converter behind Cummins B5.9 210 hp (485 lb/ft) engine Example 3: Allison MT644 transmission with TC494 (1.92:1) torque converter behind Detroit Diesel 6V92TA 253 hp (766 lb/ft) engine Axle torque ratings: calculated input torque to axle, determined by: T = maximum gross engine torque (lb/ft) N1 = lowest t
  6. Is it true that the 1982 and '83 Orion I's--the U.S. versions finished in New York--used the Allison HT747 transmission (rather than the original HT740) behind their DD 6V92TA engines? I'm talking about those buses as run by such agencies as: Pacific Transit System (Raymond, WA) Milford Transit District (Milford, CT) Montachusett Regional Transit Authority (Fitchburg, MA) Yakima Transit (Yakima, WA) SLO (San Luis Obispo) Transit (San Luis Obispo, CA) San Luis Obispo Regional Transit Authority (SLORTA) (San Luis Obispo, CA) GATRA (Taunton, MA) IndyGo (Indianapolis, IN) Waukesha Metro Transit (
  7. Has anyone here heard of the Allison MT654CR 5-speed close-ratio automatic transmission? I know it seemed most popular outside North America; many articulated buses in those countries used it including the Volvo B58 and B10M. Input power: 300 hp max Input torque: 950 lb/ft max Input speed: 1900-3000 rpm Transmission gear ratios: 1st: 4.17:1 2nd: 2.21:1 3rd: 1.66:1 4th: 1.27:1 5th: 1.0:1 Reverse: 10.76:1 Torque converter ratios: TC430: 3.59:1 (crawl ratio: 14.97:1) TC495: 2.21:1 (crawl ratio: 9.22:1) TC496: 1.83:1 (crawl ratio: 7.63:1) TC497: 2.7:1 (crawl ratio: 11.26:1) Crawl
  8. Is it true that the MCI MC5C only listed the Allison MT644 as the automatic transmission (for both the 6V71 and 8V71 Detroit Diesel engines), with the HT740 being a special order option not listed in dealer brochures? I know the MT644 certainly was the only automatic that could fit behind the 8V71 in the MC5C without extra clearance, since the 8V71 is a longer engine due to it having two more cylinders compared to the 6V71. The HT740 automatic transmission was both superior to and longer than the MT644, the "longer" part of the aspect being the reason I see all these posts (on Bus Talk and r
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