John, thanks for the video update. I've always been a if it's not broken then don't try to fix it. If it calls for DeX 3 then its gets just that. It dont like to mess with what works already. I absolutely love the Strayhound! What a great bus!
Thanks again Frederick, Yes I am anal about fluids. I don't even mix different brands of the same fluids. I also love the bus! I have often thought about getting something newer like a new Prevost, or a factory made motorhome, but I can't bring myself to parting with the Strayhound. I figure in the end one of us will die first, me or the bus. And I'm hoping I go first! ;-) Thanks for your comments and for watching!
One would have thought that the GM engineers would have figured all of this out before introducing these beautiful coaches on the market John Matthews.
Great video, I've seen a few V-730 installs/modifications where the trans support bracket was never re-installed, why someone would go through the process of a trans upgrade without doing it correctly... idk???🤔
In third gear (overdrive) the converter is always locked. The shifts to and from overdrive occur at a set speed (unless overridden manually) up at 49mph and down at 45. That varies a mile or two from transmission to transmission depending on depending on how they were setup. The modulator controls shifts between first and second and when the converter locks up in second and first. The converter never unlocks while in overdrive. Thanks for watching. Hope that answers your question.
GREAT VIDEO ON THE V-730...WE BOUGHT A V-730 FOR OUR 1952 GMC BUS ...WE HAD TO DO A BUNCH OF MODIFICATIONS...NEED TO SERVICE THE TRANS AND AFTER WE START OUR ENGINE WE WILL START THE WHOLE PROCESS OF MORE REINFORCEMENTS NEEDED TO HOLD THE EXTRA WEIGHT....WISH US LUCK....WE HOPEFULLY WILL HAVE SOME GREAT HELP FROM WARREN...FOUND HIM ON UA-cam...HIS CHANNEL IS ....WESTERN TRUCK AND TRACTOR REPAIR...CHECK HIM OUT HE'S GREAT...BY THE WAY THANKS FOR SUBSCRIBING .... DO MORE VIDEOS ...LOVED IT THANKS....
Good Luck with the V-730. My advice; overbuild the whole rear section. I guess you've noticed the design idea in place that allows for a construction without standard frame rails like most trucks and buses have. The box formed by the engine bulkhead, two front to back walls and the rear wheel bulkhead just below the floor form the strength in the back of the bus for the drive train. The roof bows tie into the wheel bulkheads and the engine bulkhead and the side walls below the window form the upper part of the support system. When you say you are going to cut out the engine bulkhead for the turbo plumbing, I guess you plan to keep the strength in there somewhere somehow. (sounds scary to me!) It is all tied together so any added steel will help keep the system in tact. There is a lot of torque going on under acceleration. The 4106 model had a common problem on the left side of the bus with the left front to back member between the engine bulkhead and the rear axle bulkhead cracking. near where the original a/c compressor was mounted just behind the left rear wheels. They were originally made of 1/4 inch aluminum plate. They were almost all replaced with similar size steel plate. I think I said the 4106 engine bulkhead had to be reinforced to allow for the larger transmission cutouts and added weight. Just some things to think about. Good Luck!! I'm really interested in seeing your outcome.
@@strayhound61 THANKS FOR YOU INPUT...WE WILL TRY TO OVERDUE ANY REINFORCEMENTS...WE WILL LOOK AT EVERY POSSIBLE PROBLEM AND STRESS POINT.... YOUR EXPERTISE IS WELCOMED ANYTIME...WE WERE THROWN INTO THIS BY OUR EX-BROTHER IN LAW AND HE PASSED AWAY BEFORE HE COULD FINISH THIS PROJECT SO WE HAVE TO CONTINUE SOMEWAY SOMEHOW ...
You can purchase the air modulator from Weller Truck Parts, which I think has more than one location around the country. (Google it for one near you) I purchased mine from the one in Baltimore. The part number is WM775BWEL. It is manufactured by Williams Air Controls. I believe Weller will ship directly to you if you call them and they are not nearby. Let me know if you need more information.
What no transynd? LOL. Would it be worth it? I have converted my Allison behind my Duramax to that years ago. Good choice for my application how would that work out for the 730?
Hey Gary, I'm not really sure about using the new synthetics in it. Probably ok, but I didn't look it up. Quite a bit more money. And, personally, as much as it sits, I would prefer to change less expensive oil more often. A lot of people think it's ok to use motor oil in these transmissions. I did at first. But then I talked with an Allison engineer at a conference one day and they said definitely not. I caused premature glazing on the clutches. (I think I remember that right but it was something along those lines. It's been many years now.) Probably wouldn't hurt to give their tech line a call and find out for sure. Let me know what they say if you do. Thanks for watching!
will the neutral safety switch cause the bus not to start my starter solenoid in rear electrical bay clicks but starter does nothing new battery and starter solenoid in bay any help would be appreciated
Not sure I completely understand what you're telling me, but YES the neutral switch will keep the starter from engaging. I'm assuming you have a V-730. You can manually move the shifter if needed to the neutral position. If you want to test the starter, you can bypass all the relays etc by jumping the solenoid on the starter to the positive lead to the starter from the battery. If it turns over, it's working and something else is causing your problem. Sometimes the lever on the solenoid magnet hangs up. You can check that also. It's hard to get to but you can remove the plug on the end of the solenoid (round plug with large screw driver slots on the end) and shove a broom handle in there and operate it manually. Good Luck! Happy to answer any other questions.
One more thing to check, and this should probably be the first thing to check. Be sure your ground cable from the engine to the engine bulkhead is clean and in good condition at both ends. Also, check your ground cables from the bulkhead to the batteries. Both must be clean and making good contact for the starter to function properly. Might also check the positive cables in the same manner.
Joel, Good Question. Yes, dramatically, 8.5 to 6.5 mpg. However, I should add that I also changed the engine (which overheated and was the main reason for making the switch in the first place and because the engine and transmission came as a package deal). When I changed the engine, the new engine had bigger injectors, N-65 instead of N-60s which are bigger and assume they use more fuel. However, everyone I talk with says they get 6.5 average also with their V-730s. Other people have said they too get 8.5 with the 4-speed. What do you get with yours? I will also add that I miss my 4-speed to this day and it's been about 20 years since I did the switch. I really enjoyed driving it. I drove many of those buses when I was in school. I drove a guy's 4-speed, a few weeks ago (I have a video on that) and it made me wish I could put it back in my bus. The only time I really appreciate the automatic is when I'm in heavy stop and go traffic for extended periods of time. I also had to pull the V-730 9 years ago and have it rebuilt. That cost $8,000 just for the rebuild...I took it out and put it back in. So, to be direct about it, if you can drive the 4-speed and you're comfortable with it, you might want to think twice about changing it. The automatic does make it easier to sell when the times comes, but that would not be what I would base my decision on. What's your situation? Are you planning on doing the conversion yourself? If you are, I can tell you what you'll need to do.
John Matthews Do not have a bus any longer. But I’ve always herd one loses a couple miles of mileage with convert. I just am curious as to what might cause this because they are both in direct drive. ? Added weight maybe.?
@@spadelugs The end drive ratio is slightly higher than the four speed but overall I think there is so much slippage in the lower gears and the fact that it really only has three gears contributes to the added fuel consumption. Also, it is designed to keep the rpms up, which is good for not lugging the engine, but is more than needed overall. All that said to say, I really am not sure why.
John, thanks for the video update. I've always been a if it's not broken then don't try to fix it. If it calls for DeX 3 then its gets just that. It dont like to mess with what works already. I absolutely love the Strayhound! What a great bus!
Thanks again Frederick, Yes I am anal about fluids. I don't even mix different brands of the same fluids. I also love the bus! I have often thought about getting something newer like a new Prevost, or a factory made motorhome, but I can't bring myself to parting with the Strayhound. I figure in the end one of us will die first, me or the bus. And I'm hoping I go first! ;-)
Thanks for your comments and for watching!
Great video. We have the 730 in our bus as well but ours uses a spin-on filter.
Yes, there is no standard installation for a 4106. All back yard kind of stuff. Probably would have saved me a rebuild had I had a spin-on. Oh well...
@@strayhound61 thanks for the lunch-time lesson :)
@@BeginningfromthisMorning My pleasure, It's my low-calorie version.
Get your valve together ok?
@@strayhound61 I hope to have it on tomorrow - thanks again for your help
One would have thought that the GM engineers would have figured all of this out before introducing these beautiful coaches on the market John Matthews.
Sorry, I'm not sure which part you are thinking they should have figured out.
John Matthew is a very intelligent man, he must be an engineer? I wonder?
Great video, I've seen a few V-730 installs/modifications where the trans support bracket was never re-installed, why someone would go through the process of a trans upgrade without doing it correctly... idk???🤔
Got me. If you're going to go to all the trouble to do it, might as well spend the extra energy to do it right.
great video does the shift modulator control over drive lock up to
In third gear (overdrive) the converter is always locked. The shifts to and from overdrive occur at a set speed (unless overridden manually) up at 49mph and down at 45. That varies a mile or two from transmission to transmission depending on depending on how they were setup. The modulator controls shifts between first and second and when the converter locks up in second and first. The converter never unlocks while in overdrive. Thanks for watching. Hope that answers your question.
GREAT VIDEO ON THE V-730...WE BOUGHT A V-730 FOR OUR 1952 GMC BUS ...WE HAD TO DO A BUNCH OF MODIFICATIONS...NEED TO SERVICE THE TRANS AND AFTER WE START OUR ENGINE WE WILL START THE WHOLE PROCESS OF MORE REINFORCEMENTS NEEDED TO HOLD THE EXTRA WEIGHT....WISH US LUCK....WE HOPEFULLY WILL HAVE SOME GREAT HELP FROM WARREN...FOUND HIM ON UA-cam...HIS CHANNEL IS ....WESTERN TRUCK AND TRACTOR REPAIR...CHECK HIM OUT HE'S GREAT...BY THE WAY THANKS FOR SUBSCRIBING .... DO MORE VIDEOS ...LOVED IT THANKS....
Good Luck with the V-730. My advice; overbuild the whole rear section. I guess you've noticed the design idea in place that allows for a construction without standard frame rails like most trucks and buses have. The box formed by the engine bulkhead, two front to back walls and the rear wheel bulkhead just below the floor form the strength in the back of the bus for the drive train. The roof bows tie into the wheel bulkheads and the engine bulkhead and the side walls below the window form the upper part of the support system. When you say you are going to cut out the engine bulkhead for the turbo plumbing, I guess you plan to keep the strength in there somewhere somehow. (sounds scary to me!) It is all tied together so any added steel will help keep the system in tact. There is a lot of torque going on under acceleration. The 4106 model had a common problem on the left side of the bus with the left front to back member between the engine bulkhead and the rear axle bulkhead cracking. near where the original a/c compressor was mounted just behind the left rear wheels. They were originally made of 1/4 inch aluminum plate. They were almost all replaced with similar size steel plate. I think I said the 4106 engine bulkhead had to be reinforced to allow for the larger transmission cutouts and added weight. Just some things to think about. Good Luck!! I'm really interested in seeing your outcome.
@@strayhound61 THANKS FOR YOU INPUT...WE WILL TRY TO OVERDUE ANY REINFORCEMENTS...WE WILL LOOK AT EVERY POSSIBLE PROBLEM AND STRESS POINT.... YOUR EXPERTISE IS WELCOMED ANYTIME...WE WERE THROWN INTO THIS BY OUR EX-BROTHER IN LAW AND HE PASSED AWAY BEFORE HE COULD FINISH THIS PROJECT SO WE HAVE TO CONTINUE SOMEWAY SOMEHOW ...
can you post a link to where to get shift module for v 730
You can purchase the air modulator from Weller Truck Parts, which I think has more than one location around the country. (Google it for one near you) I purchased mine from the one in Baltimore. The part number is WM775BWEL. It is manufactured by Williams Air Controls. I believe Weller will ship directly to you if you call them and they are not nearby. Let me know if you need more information.
What no transynd? LOL. Would it be worth it? I have converted my Allison behind my Duramax to that years ago. Good choice for my application how would that work out for the 730?
Hey Gary, I'm not really sure about using the new synthetics in it. Probably ok, but I didn't look it up. Quite a bit more money. And, personally, as much as it sits, I would prefer to change less expensive oil more often. A lot of people think it's ok to use motor oil in these transmissions. I did at first. But then I talked with an Allison engineer at a conference one day and they said definitely not. I caused premature glazing on the clutches. (I think I remember that right but it was something along those lines. It's been many years now.) Probably wouldn't hurt to give their tech line a call and find out for sure. Let me know what they say if you do.
Thanks for watching!
will the neutral safety switch cause the bus not to start my starter solenoid in rear electrical bay clicks but starter does nothing new battery and starter solenoid in bay any help would be appreciated
Not sure I completely understand what you're telling me, but YES the neutral switch will keep the starter from engaging. I'm assuming you have a V-730. You can manually move the shifter if needed to the neutral position. If you want to test the starter, you can bypass all the relays etc by jumping the solenoid on the starter to the positive lead to the starter from the battery. If it turns over, it's working and something else is causing your problem. Sometimes the lever on the solenoid magnet hangs up. You can check that also. It's hard to get to but you can remove the plug on the end of the solenoid (round plug with large screw driver slots on the end) and shove a broom handle in there and operate it manually. Good Luck! Happy to answer any other questions.
One more thing to check, and this should probably be the first thing to check. Be sure your ground cable from the engine to the engine bulkhead is clean and in good condition at both ends. Also, check your ground cables from the bulkhead to the batteries. Both must be clean and making good contact for the starter to function properly. Might also check the positive cables in the same manner.
Did you loose any mileage when you did conversion.
Joel, Good Question. Yes, dramatically, 8.5 to 6.5 mpg. However, I should add that I also changed the engine (which overheated and was the main reason for making the switch in the first place and because the engine and transmission came as a package deal). When I changed the engine, the new engine had bigger injectors, N-65 instead of N-60s which are bigger and assume they use more fuel. However, everyone I talk with says they get 6.5 average also with their V-730s. Other people have said they too get 8.5 with the 4-speed. What do you get with yours? I will also add that I miss my 4-speed to this day and it's been about 20 years since I did the switch. I really enjoyed driving it. I drove many of those buses when I was in school. I drove a guy's 4-speed, a few weeks ago (I have a video on that) and it made me wish I could put it back in my bus. The only time I really appreciate the automatic is when I'm in heavy stop and go traffic for extended periods of time. I also had to pull the V-730 9 years ago and have it rebuilt. That cost $8,000 just for the rebuild...I took it out and put it back in. So, to be direct about it, if you can drive the 4-speed and you're comfortable with it, you might want to think twice about changing it. The automatic does make it easier to sell when the times comes, but that would not be what I would base my decision on. What's your situation? Are you planning on doing the conversion yourself? If you are, I can tell you what you'll need to do.
John Matthews Do not have a bus any longer. But I’ve always herd one loses a couple miles of mileage with convert. I just am curious as to what might cause this because they are both in direct drive. ? Added weight maybe.?
@@spadelugs The end drive ratio is slightly higher than the four speed but overall I think there is so much slippage in the lower gears and the fact that it really only has three gears contributes to the added fuel consumption. Also, it is designed to keep the rpms up, which is good for not lugging the engine, but is more than needed overall. All that said to say, I really am not sure why.