Can a 4106 have an automatic transmisssion?

[sweeney153]

I have what may be a crazy idea. Of course I have a lot of those. I have a 4106 with a 4 speed transmission. I also have an Allison MT644. I would love to have an automatic in my 4106. My question is. Do any of you know if it's possible? Or how or where I can find out If its possible? 

Thanks

Kevin

[Charles Seaton]

Don't think you can use the MT, but a 4106 will take a V-730 0r VS2-8.

[Ed Hackenbruch]

 Hang on to that 644, sooner or later one of us 5A guys will be needing one!

[JohnEd]

Long ago I saw pics of a 4106 that had a Cummins M11 installed.  He changed out the rear axel and welded in a lot of braceing.  The bus got stretched a few  feet.  He said he left this board because he got tired of argueing with "idiots" about gthe feasibiliuty when he was getting 14 MPG and had that aluminum Hussie screaming up the mtns.  Wish there was more info on the conversion but I haven't heard about it for years.

Also....you can install a M11 or the Electronic version jn the samespot and utalize al the stock drive train.  Interesting?  The thing is a hot rod to start with so these upgrades must make it fly.

John

[Barn Owl]

V730 is the way to go. Thanks to the RTS buses, it is a very inexpensive upgrade. Find a complete kit here: Nimco.

[desi arnaz]

i have one on mine and it works great!

[Hard Headed Ken]

The V730 would not be a complicated swap. I think you will need a 4.125 or 8 on 33 differential ratio and you may have that already. I would suggest the biggest Hayden cooler you can fit in. I don't remember the exact size, it's been a few years, but at that time it was about $600 dollars, it had 1 inch hoses and I think it was the biggest one they offered. Heat is one of the main reasons that automatics fail.

Ken

[sweeney153]

Thanks for all the info and insights. I think the conversion kit with the V730 from Nimco is the way to go. I wonder if they take trade-ins.

Thanks again

Kevin

[TomC]

With the V-drive on the 4106, using the V730, there are a few engines you can use.  With Detroit 2 strokers, the 6V-71, 6V-92, 8V-71 either turbo'd or not and are run in reverse of a standard engine.  To run a right hand rotation engine, Allison made a reverser gear that attaches to the bell housing.  Then you can run a Detroit Series 50, Cummins ISC, ISL, L10, M11, ISM and really get some fuel mileage. 
As to running a straight T drive, you'd have to lengthen the bus by a couple of feet to do it.  I've seen a 4104 with a 6V-92TA straight drive that had about a foot extension on the engine compartment.  Good Luck, TomC

[JohnEd]

The radiators for small cars, and big ones for that matter, can be had for cheap new.  They also clean up nicely in a dip used by the rad shops to boil them out.  I think the aluminum with the ABS plastic caps would easily stand up to ATF but you have the opt of the brass version.   Huge capacity means you have to move less air over it so you save on energy as a matter of principle if nothing else.  Additionally, the engine rads that have the integrated oil cooler over heat  and are not up to a retarder heat load.  God knows these things have the BTU capacity to cool a 730 and comparison of the Haden spec to the rad will prove that "hunch" of mine.  The rads also come with shrouds and an electric fan in some cases.

Now, to quote that song: Hit me with your best shot

John

[sweeney153]

Tom
If I understand you correct, I can install a V730 with an 8v71 with no problem?

Kevin

[pvcces]

Insert Quote

"Tom
If I understand you correct, I can install a V730 with an 8v71 with no problem?

Kevin"

Wrong! They don't fit. The VS-2 should be relatively easy to do, however. The problem is that the bulkhead must be cut open to make room for the V730 transmission. After that is done, then it must be reinforced to make up for the strength that was lost.

From the reports that I have seen, the VS-2 is the only one of these two transmissions that can get good fuel economy. This is partly because the V730 only comes in one ratio, for the most part, while the VS-2 will require changing the differential to a lower ratio. The V730 gives good startability while the the VS-2 will have poorer startability.

If you haven't picked up on this already, the VS-2 is a two speed and the V730 is a three speed. Both have lockup converters.

Most reports that I have seen do not claim over eight MPG for the V730, while at least some manual coaches get 10 MPG. Of coarse, with the loss of fuel economy is the increased heat from the transmission and engine, so overheating problems are common.

For what it's worth.

Tom Caffrey

[Paso One]

The first picture shows the hole for the VS2  and the manual tranny thru the bulkhead.

The second picture shows the modification needed to accomodate the V730

I just finished these modifications on my Fishbowl not as bad of a job as I had thought it would be.

[TomC]

The BIG difference between the V730 and the VS2-8 besides their size, is that you can get torque converter lockup in 1st gear with the V730 to climb long hills around 35mph, while the VS2-8 is in torque converter creating all sorts of heat-of which I've heard of more than one burning up the transmission on long hills because of this.  Fuel mileage isn't everything.  Performance, drivability, longevity, and ease of being able to work on the V730 far out shadows the obsolete VS2-8 (even with the overdrive unit).  Stick with the V730-you'll be much more pleased with the performance and the fact that you can easily obtain parts and service for the V730.  Good Luck, TomC