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In 1959, Gillig introduced the first diesel-powered Transit Coach, offering two models. Similar to the Crown Supercoach, the mid-engine Model 743 was powered by a 743 cubic-inch Cummins NHH220 underfloor inline-6; the Model C-180 was the first diesel-powered school bus with a rear-mounted engine (Cummins C-180).
The M939 and M939A1 models use a Cummins NHC 250, a 855 cubic inches (14.0 L) naturally aspirated inline 6 cylinder diesel engine developing 240 horsepower (180 kW) at 2100 rpm and 685 pound force-feet (929 N⋅m) of torque at 1,500 rpm. [8] This was the standard engine of the M809 series.
The converted units were fitted with two 300 hp Cummins NT-855-R2 in-line six cylinder, four stroke diesel engines coupled to Twin Disc DFFR 10034 automatic lock-up torque converter transmissions. They were also fitted with 620 Class control systems and were then able to work in multiple with the 900/950 and 620 Class units.
During the 1980s, a program of retrofitting higher performance Cummins NTA-855-R4 engines with Japanese Niigata DAFRG 2001 lock-up torque converter transmissions to all units commenced. Part way through the rebuilding program, use of the Niigata transmission was dropped in favour of the Voith T211r model.
Cummins M-series engine; Cummins Quantum Series; Cummins X-series engine This page was last edited on 29 December 2013, at 19:49 (UTC). ...
The 3.9-liter 4B/4BT/4BTA Cummins is categorized under the B Engine family alongside the 5.9-liter 6B/6BT/6BTA Cummins diesel engines. The 3.9 is an inline four-cylinder , either naturally aspirated (4B) or turbodiesel (4BT/4BTA), which was popular for many step van applications including bread vans and other commercial vehicles.
Cummins NH250 engine. The M809 series used a Cummins NHC250 engine, a 855 cu in (14.0 L) naturally aspirated inline 6 cylinder diesel engine developing 240 hp (180 kW) at 2100rpm and 685 lbf⋅ft (929 N⋅m) of torque at 1500rpm. All models of the M809 series used this engine throughout their service life.
150002 proved to be the worse of the two for reliability, and was consequently chosen for use as the testbed for the Class 158, being re-geared to a maximum speed of 90 mph (140 km/h) and fitted with Cummins engines and Voith transmission, and with a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission ...