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Author Topic: Cummins ISL  (Read 8285 times)
Ericbsc
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« Reply #30 on: August 23, 2010, 07:25:28 PM »

When I was talking to the allison tech I asked him about the wiring harness. He said I would need an allison shop manual, and an engine manual. They do not make engine specific harness according to him
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Don Fairchild
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« Reply #31 on: August 23, 2010, 07:27:47 PM »

You know if you rebuilt your 8V71 correctly to turbo specs added a cac and went with 3:36 gears you would forget about wanting the four-stroke.

Don
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luvrbus
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« Reply #32 on: August 23, 2010, 07:37:07 PM »

Man, TomC were do get not many C-9 made that engine is used in 15 or more pieces of Cat equipment loaders,dozers,excavators and more that engine is in use this very day, parts will always be around for Cat engines no problem to buy parts for 60 year old cat engine at a dealer.
I will agree with you about the 3406 the Cat 425 hp 3406 served me well over the years they would smoke like hell on take off but they would carry the load with no problems or breakdowns you could pull that engine down to 900 rpm and it would pick it up in the same gear
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TomC
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« Reply #33 on: August 23, 2010, 08:23:44 PM »

I realize that the C9 is a very popular and good engine for marine, generation, off road equipment, etc.  I was just stating that as far as using them in trucks, they were a VERY expensive engine option.  So not too many bought them.  I installed the 350hp C9 in a Freightliner M2106 3 axle that is used between Portland, Or and Seattle, Wa with great success (mainly because it is relatively flat).  Even my old 3406B is still being made as a 3406C model for generating.  So if I were to blow my engine, could get either a factory rebuilt, or brand new long block.  Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
Ericbsc
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« Reply #34 on: August 25, 2010, 07:20:12 AM »

Went to Camping World yesterday to drive a revalution I think. They had the wiring harness apart!! Said it went crazy on a test drive and the customer refused to accept it? They said I could drive it but would not be sure I could get back, and the tow bill would be on me!!! Service thought someone drilled the harness somewhere. Anyway, the manager said he had driven one up the same grade that got me down to 18-20 mph. He said he was at 48 mph at the top and didn't gat a good start. The guy I looking at buying the engine from said I would probably need to add extra support for the wgt. of a series 60 in an 05 eagle. Anybody familiar with that?
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luvrbus
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« Reply #35 on: August 25, 2010, 07:41:36 AM »

Eric, nothing special for a 60 series in a Eagle raise the bed,FWIW some of the model 15 Eagles came from the factory with 60 series if you go that route I have a 15 manual that shows the 60 series in a Eagle be glad to lend it to you,also shows the Cummins and the Cat engines in Eagles ? why not go with 8v92  the 450 hp will get you 1425 lbs of torque and set right it will get you 7 mpg even better with a intercooler set up and that is a easy swap for a Eagle no gear changing use your 740  no electronic bs, no new motor mounts or cradle only a new exhaust system and a new air intake and  afilter you will miss the sound of the duall pipes on the Eagle I did that was a sweet sound early in the morning going through a canyon, the guys we know don't do much better on fuel with 4 strokes in the Eagle only Boomer and that is because of his fan setup and 55 and 60 mph


good luck
« Last Edit: August 25, 2010, 08:21:16 AM by luvrbus » Logged

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RJ
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« Reply #36 on: August 25, 2010, 08:06:37 AM »

Eric -

I'll bet that stick 'n staple at CW probably weighs a whole lot less than your Eagle, which is why it scooted up the hill faster - at least until it broke!

FWIW & HTH. . .

 Wink
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RJ Long
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Ericbsc
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« Reply #37 on: August 25, 2010, 10:15:58 AM »

He said it weighed app 41k. But then he wants to sell !! LOL
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Ericbsc
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« Reply #38 on: August 25, 2010, 10:30:26 AM »

Thought about the 8-92 Have heard goot and bad. Good: power.
 Bad: heat, and mileage. What is true I have no clue!!
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muddog16
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« Reply #39 on: August 25, 2010, 11:58:55 AM »

Eric, I've heard the same thing about the 8v92TA, the heat problem was a major concern, when we built my 8V92TA,  I used the new heads with larger passages for cooling and also changed the block for the same reason it had larger passages for cooling!  Then I installed a brand new radiator core from Prevost!  Is all of this going to work?   I sure as heck hope so!  About the horse power rating, we purposely didn't go for the 435 HP that was available, the idea there was fuel economy!  The dyno sheets on my engine 365 HP, and torque was 1,242 lb. ft. at 1950 RPM.  I know these guys keep saying 475 HP, I'm just telling you what a live dyno run at Jasper Engines produced!  No guessing here!  My friends at Penske/Jasper Racing were involved in this and decided that the best set up for my use was 365 actual horsepower!  Also we used 9290 Injectors!  I'm not a engine builder so I left it to my friends to help me out!  I've used many of their engines they know what they are doing!
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Pat

1982 Prevost LeMirage
8V92TA/HT754

http://prevostlemirage.blogspot.com/
TomC
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« Reply #40 on: August 25, 2010, 12:13:38 PM »

Muddog- the 365hp @ 1950rpm was commonly called the "Fuel Squeezer" model.  When I bought my first truck in 1980 I had it set at 365hp @ 1950.  It had the older 9A90 injectors.  I kept it that way for a while, but like most truck drivers wanted more power.  So they removed the shims from the governor to give a full 435hp @ 2,100rpm.  You could feel a difference in power and the fuel mileage stayed about the same. If you were in a head wind, then yes you could burn more fuel.  The best way to get better fuel mileage is gentle acceleration and no faster then 60mph.  Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
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