![]() Add to that the 84 passenger bus, the heaviest available. The results are predictable, especially if there are hills, hard driving drivers or other excessive loading factors. Manufacturers spec is marginal, meaning the horsepower/torque is just barely under the maximums. Some buses have minumum specs calling for rear engine lower horespower Cummins B-series engines with Allison AT545s. Also, if anyone else can add anything, please do! The last thing I can think of, if you are running in town or on other terrain that requires a lot of low-speed operation? If so, are your drivers selecting a lower gear range so that the transmission isn't shifting from 3rd to 4th or 4th to 5th constantly? That can create a lot of heat that can't be disipated fast enough. It caused the engine to run hot and I'm sure it didn't help the transmission any.Īlso, are the lines from the transmission to the cooler kinked or pinched, restricting fluid flow? Are you certain that the cooler isn't defective, allowing antifreeze to mix into the transmission-that is certain death to any transmission. Is the fluid cooler/radiator clean so that air can move through it freely? We had issues with this on a 1993 Thomas RE, dirt and leaves collected between the radiator and charge-air-cooler. I recommend OEM or Napa Gold filters.but that is just me. Is the transmission fluid being kept at the proper level and being check, with the tranny hot, in neutral, engine idling on level ground? Is the dipstick correct? We had a blue bird AARE that was always hard on transmissions.as it turned out, the dipstick showed a 'full' reading when in fact it was low.Īre the filters, both the spin-on and internal, being replaced with good quality filters at the recommended intervals? I bring up "Good Quality" for this reason.if you buy an el-cheapo filter.you get what you pay for.it is possible that paper fibers can become dislodged from the filter and run through the transmission and that sould not be healthy for it. I'm wondering about a few things that could be going wrong ĭriver abuse-probably not the case seeing how many failures you are facing. ![]() I see no reason that a 643 shouldn't go 200,000 miles easily.we have had many pushers with it, and they often did last. I may be wrong, but I don't think that you could get an AT545 in that type of bus. I am going to assume that you are running Cummins ISC's with either Allison MT643's or MD3060's simply becuase of the vintage of your buses in question. WOW! THere is most certainly something wrong with this picture. If you have an International, you NEED customer service. What model transmission are in these buses and what model transmission are you replacing them with? Also what is the engine HP rating on these buses? WOULD APPRECIATE ANY INPUT THAT COULD STEER US IN THE RIGHT DIRECTION. ANYONE ELSE OUT THERE EXPERIENCING THE SAME THING? WE HAVE BUSES ON OUR LOT WITH 150,000 MILES AND HAVE NEVER HAD A TRANSMISSION AND THESE HAVE HAD MORE BETWEEN THEM THAN WE HAVE HAD WITH OUR WHOLE FLEET IN THE PAST 10 YEARS. WE CAN'T AFFORD TO KEEP THESE BUSES BUT WITH NATIONWIDE BUDGET CUTS WE HAVE NOT BEEN ABLE TO BUY MORE BUSES EITHER. ONE OF OUR BUSES THAT HAS 43000 MILES JUST GOT ITS 4TH TRANSMISSION AT A COST OF $4011.00. THE FIRST FAILURES WERE UNDER WARRANTY BUT NOW THE PROBLEM CONTINUES. THE LAST 4 OF THESE WE BOUGHT IN 2000 HAVE BEEN FINE AND HAVE NOT FAILED ONCE. WE KEEP GETTING THE RUN AROUND THAT CUMMINGS ENGINES ARE RESPONSIBLE OR THOMAS IS RESPONSIBLE OR ALLISON IS RESPONSIBLE. THEY ARE FAILING AT A RATE OF EVERY 10 TO 15 THOUSAND MILES. OF THESE 8 BUSES WE HAVE NOW REPLACED 11 TRANSMISSIONS AND THE HIGHEST MILEAGE IS AROUND 43000 MILES. ![]() WE HAVE 8 THOMAS 84 PASSENGER REAR ENGINE TRANSITS FROM 1998 & 1999 IN OUR FLEET.
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