*Motor is either a Bosch VE injection pump (1989-1993) or a
Bosch P7100 injection pump (1994-1998).
Power Steering Pump: Zahnradfabrik Friedrichshafen Type 76749?4150
Allison AT545 Transmission
We have a Cummins 5.9 reconditioned diesel engine and Allison 545 automatic transmission out of a 1993 Ford B-700, 65 passenger school bus, engine has 25,494 miles on it since replaced. This engine has the P7100 injection pump meaning that it was build between 1994 - 1998. It also has an intercooler. We are not positive about this engine because the serial number plate is missing. The engine and transmission we are keeping. The body of the bus is now a storage shed for aluminum various junk and the rest of the bus is off to the scrap yard. We paid $3,500 along with the same condition that the bus had to make the 100 mile trip to Tulsa. The bus body makes a handy storage shed, the C-channel frames will make a good gangplank and we got $500 back for scrapping the seats and axels.
The serial number plate is gone so we're going to call it a 1996 Dodge Ram 2500 5.9L Turbo changed Diesel / Cummins 6BT serial number# 56214135
Starter: 28Mt 24v 10T (tooth)
Serpentine belt: Napa Gates Micro-V 080820HD28mm x 2100mm OR 080830HD 28mm x 2127mm
Serpentine belt tensioner: NBH 38517
Serpentine belt small idler bearings: Napa P6203RSJ and Napa SKF 6203-RSJ
Power Steering Pump: OE 7674974105, ZF 7674974109
Oil Filter: NAPA 51607, Cummins 3865405, Baldwin BT7349, CARQUEST 84620XE, Fleetguard LF3806, GOODWILL OG108, LUBER-FINER LFP780
Fuel Filter: NAPA 3358, Cummins 3931063, Fleetguard FF5052
Serpentine Belt: NAPA Micro-V 25-080855HD
Now that the Allison AT545's torque converter has been replaced with a torque converter eliminator, the cooling requirements have been reduced so that we may now be able to use the same cooling pump for the Transmission, Intercooler, and Hundested. For that job we are going to use the Bosch 0392022002 which is used for the Mustang Cobra intercooler as well as on many other makes. It provides about 5 gpm at about 4 amps.
Hundested Variable Pitch Controller Filter: NAPA 1553, Lenz CP-752-30
The engine is a Recon Cummings or reconditioned, but the serial number plates are missing. The number etched in the front drivers side of the head is 1270257 with 06 94 below it.
Day Tank is greater than 85 gallons and incremented for measuring.
Forward Port Tank; Measurements taken from aft tank. Measuring the depth of fuel vertically beneath the inspection plug.
10 gallons between: 15.75", 15, 14, 12.9, 12.4, 11.75
10.75 to 16.38" is 54 gallons = 54 / (16.38 - 10.75) = 9.59 gallons/inch
16.38 to 19.5" is 56 gallons = 56 / ( 19.5 - 16.38) = 17.95 gallons/inch
19.5" to 21.75 is 34 gallons = 34 / (21.75 - 19.5) = 15.1 gallons/inch
Estimating 50 gallons below 11.75:
30" Full 340 Estimate
16.38" 95 Estimate
11.75" 50 Estimate
Aft Port Tank: Measurement taken from aft tank. Measuring the depth of fuel vertically beneath the inspection plug.
Serial # 3210627425 Part # 29507181 Model: AT545 93BOT
Used price is $700 to $800. Rebuilt is about $1600 + the core.
Oil type Dexron® III, C4, capacity (excluding external circuit) 20.0 qts (18.9 liters) standard oil pan.
The bell housing on the Cummins 5.9 is an SAE 3
On a AT545 transmission, there are two wires on the drivers side close to the shift lever for the starter neutral circuit. One wire goes to the starter switch and the other goes to the starter solenoid. On the passenger side there is a pressure switch that has two wires or pins for the back-up light. One wire gets 12v, and the other goes to the reverse lights.
RPM Reduction Ratio in 1st gear is 3.45:1
Engine 2,500 RPM = 725 Shaft RPM
Engine 1,600 RPM = 464 Shaft RPM
Engine 1,000 RPM = 289 Shaft RPM
After our first in water run, the 545 biggest issue was slip in the torque converter. The ratio between the engine and drive shaft as closer to 8:1. Even then she made 6.5 knots at 1500 rpm and burned 2.58 gallons/hour.
Option #1: Eliminate the torque converter. This will put more shock load on the 545 but we think the flex plate and clutch inside the 545 will take it. We can also eliminate the load by starting the engine while in gear.
Option #2: Find a tighter torque that is tighter and slips less. The existing torque converter is a 290 L3. There where three different torque converters made for the 545. As it was in a school bus it's likely a very high stall, or in other words, it has lots of slip. We talked to an engineer at PRNDDL.com and they can actually have a custom torque converter built with very low stall for about $500. That might be the best of both worlds. It will absorb some shock load, but produce more shaft rpm and less heat.
Option #3: Replace the 545 with an Allison 600 series provided we can lock up it's torque converter in first gear. These also have the larger SAE2 bell housings.
There are 4 primary integrated fuel tanks built into the cargo holds floor. Each of these hold about 300 gallons. The fills for these tanks are routed through the aft cargo hold bulkhead and into the engine room. The fuel system manifold, pumps, filters, are mounted on the engine room side of the bulkhead
Always put your vacuum gauge after your "off engine" fuel filters, but before any pumps.
Filtration increases; smaller micron, as you approach the engine. 30, then 10, then 2 micron.