Thanksgiving Raton Pass. Survey

[Mike Hohnstein]

Complications come with computerized drive trains. Requires all the control
modules and wiring harnesses. These items are chassis specific and not friendly
to other than OEM applications. Then there is the matter of cost, it is
significant.
MH
----- Original Message -----
From: Doug Engel
To: WanderlodgeForum@yahoogroups.com
Sent: Wednesday, November 22, 2006 9:05 AM
Subject: [WanderlodgeForum] Thanksgiving Raton Pass. Survey


Bruce, I had figured that unless I went big (read:300HP+) I would not get
enough bang for my buck. One of our issues with the new bird is while living in
Gunnison has its benefits, you have to drive over a pass any direction you head
out of here. For instance, to head east, Monarch Pass is the most direct route,
11K'+, the climb up is about 7 miles, at 20 MPH, that's about 20-25 minutes, not
a great delay in the grand scheme of things, but fairly arduous, and I hate
holding up traffic. I know that I could (if I were able) spend another $250K and
scoot right up in some other, high HP bus, but then I wouldn't have a vintage
Bird...oh the injustice of it all. It seems that the 3208T is the easiest choice
for a repower, but alot of work and several $$$ for another 15ish MPH. I see
some folks doing a Cummins conversion, but I can't imagine it would be alot
better...if any, just more work. Seems like a medium duty Duramax with the
Allison might be a good choice, but now re-inventing the wheel, we bought the
bus for recreation, not another project. Any thoughts?? Doug

birdshill123 wrote: I have always used the Raton Pass
as my "dyno test" Our 88 FC is able
to maintain 32mph while towing a 4400 lb. Toyota Tacoma. The Bird was
empty as we had just bought our baby and were driving it home. I have
never driven an NA FC but there is a big difference in power from a 250
Turbo to the 300 Turbo.

Bruce
1988 FC35

Doug Engel, Gunnison, CO. 1981 FC35SB "Pokey"

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