Engine & Transmission in Transit

[FlyerD901]

I didn't want to go off topic in the Nova thread so I created this for engine and transmission talk and discussion in the transit industry. From small cutaways, to coaches. Even companies that do bus rebuilds

DDC, Cummins, Volvo, International, Allison, BAE, etc.

[Detroit Diesel 6V92TA]

Does anyone know what engine and transmission specs a Flyer D800 could have? I know those were T-drive instead of V-drive.

[Benjamin]

Does anyone know what engine and transmission specs a Flyer D800 could have? I know those were T-drive instead of V-drive.

T-drive versions had the 6V71 or 8V71 engine mated with a Spicer 184 "Turbomatic" 2-speed automatic. Otherwise, if V-drive, it's either the 183 "Turbomatic" or the Allison VH or VS series (V730 in 1976) behind those engines.

~Ben

Edited March 7, 2015 by Benjamin

[Detroit Diesel 6V92TA]

T-drive versions had the 6V71 or 8V71 engine mated with a Spicer 184 "Turbomatic" 2-speed automatic. Otherwise, if V-drive, it's either the 183 "Turbomatic" or the Allison VH or VS series (V730 in 1976) behind those engines.

~Ben

Thank you. Also, were NABI's, New Flyer C40LFs, C35LFs, C30LFs, and Orion V CNG's the only buses that could use a Cummins C8.3G?

[calgarybus]

T-drive versions had the 6V71 or 8V71 engine mated with a Spicer 184 "Turbomatic" 2-speed automatic. Otherwise, if V-drive, it's either the 183 "Turbomatic" or the Allison VH or VS series (V730 in 1976) behind those engines.

~Ben

Some corrections to this: the Flyer D800 series was offered only with the DD 6V-71N engine in a T-drive configuration in the D800 and D800A and only V-drive in the D800B. The transmissions were all or mostly the Spicer 183 (some may have had 184 2-speed units) in the D800 and D800A and the Allison V730D in the D800B. The Spicer transmissions were not V-drive models, and the Allison VH and VS-1 / VS-2 transmissions were never offered. The D800B with transverse drive using the V730D was introduced in mid-1977. The DD 8V-71N engine was not offered.

- Andrew.

[Detroit Diesel 6V92TA]

When did Voith and ZF Transmissions become available for Gillig Phantoms? I cannot find any Phantoms older than 1984 with a ZF or Voith. However, I do want some confirmation. Thanks in advanced.

[Benjamin]

While this is about engines and transmissions, I'm wondering if anyone on here is familiar with the front and rear axles used in these buses, too. Many buses made or assembled in North America use Meritor (nee Rockwell, nee Timken) axles.

For example, my 1985 Gillig Phantom specifications list, dated October 1984, cataloged the following:

FRONT AXLE: Rockwell-Standard FG943, 14,600 lbs GAW (variation QX1 was used for 96" wide coaches and variation QX3 was used for 102" wide coaches)

REAR AXLE: Rockwell-Standard Q148 (used on the 30' x 96" and 35' x 96" coaches only), R143 (used on the 40' x 96" coach only) or 59743 (used on 102" wide coaches only). Respective GAW ratings are 22,000, 23,000 and 25,000 lbs.

Such variational codes following the basic axle model number are those assigned to the OEM (such as FG943-QX1 and FG943-QX3 being front axles assigned to Gillig).

My 1983 Orion I brochure cataloged the following axles:

FRONT AXLE: Rockwell-Standard FF932, 13,400 lbs GAW

REAR AXLE: Rockwell-Standard R143, 23,000 lbs GAW

My 1981 TMC Citycruiser brochure cataloged the same rear axle but the front axle is slightly different in that it is a model FF931 rated 12,000 lbs GAW.

GAW = gross axle weight

~Ben

Edited June 23, 2015 by Benjamin