In our quest for pre-ownership knowledge, I inquired with MOT about the main difference in FT models around the 1993-2000 manufacturing years. Among other things, the salesman said the top line models (300 & 320s) have a heavier duty transmission. Is this true? If so, should this be a factor in a decision between a possible purchase of a 240 or 270 as opposed to a 320?
We've also been reading about the history of the Motorcade Club. There was mention of a 'Foretravel Shores' development in Florida in the late 1980s which sold mobile homes with pad room for FT coaches. We googled for more information...to no avail. Does anyone know what happened to it?
We're just a couple of sponges...but loving the journey.
Bill, The FT development in FL that you are referring to is MOUNT OLIVE SHORES in Polk City. Several of our members have places there. The number of FT's there now is dwindling but at one time this was FT city. We don't own property there but if and when a permanent place is needed this would fill the bill.
Gary B
Me thinks you have been exposed to a little "salesman speak" if there was a suggestion that the 4000 was preferred to the 3000. Both are VERY robust, but for different HP applications. So, read DIFFERENT, not BETTER/WORSE.
The Allison 3000 series was/is used in all applications of 400 HP and less. So, the largest engine used with the 3000 is the Cummins ISL 8.9 liter.
The Allison 4000 series was/is used in all application with more than 400 HP.
Other than size, both transmissions are bomb-proof. Both are 6 speed with locking torque converter in 2,3,4,5 and 6th gear.
Do not read "small" to mean less robust. Transmission issues with either transmission are very rare.
Brett
Wolfe is correct, the 3000 series Allison transmissions are used on Firetrucks and the heavy trash compactor trucks etc, they holdup very well in those operations, so in the RV/motorhome world, their use is very light duty / babied.
FWIW
Dave M
What about the 4-speed Allison transmissions like we have on our U225? Any issues with those that we might want to know about?
Craig
Craig, I had a similar model FT as yours before this one and I can tell you that they are wonderful things. I was driving on a highway and my fingers were fiddling around by the shifter and somehow I pressed the reverse button instead of changing mode. Well this thing knew I should not be going into reverse at the speed I was doing and it shifted to nuetral if I remember but a gawd awfull noise came about (high revs) and then I realised what I had done!!! I quickly shifted back to drive and all was well. The next oil change after that I expected to see bits and pieces in it but-nothing- in fact maybe I could have left it alone as oil was crystal clear of particles. I thank Allison for that save. Great engineering.
John
Craig,
The 4 speed is an "old generation" hydraulic (vs electronic control) transmission and doesn't have either the number of gears, lock up converter is all but 1st gear or ability to select "Economy Mode".
BUT, it is also totally bomb-proof. The majority of the trash trucks in this country use this transmission.
Brett
Cheap to fix AND bulletproof. Over the counter swap - 2K or less.
Mount Olive Shores (South) Mt. Olive Shores (http://www.mosloa.com/)
MOS North is a newer facility (to the north) that is more expensive, with more rules, etc, etc...
Mt Olive Shores North Florida, RV Pad Homes, Recreational Vehicle Communities In (http://www.mtoliveshoresnorth.com/template1.asp)
Thank you for everyones input.
Not being a gear head, this forums knowledge base it's invaluable to us.
Also the links to the Mount Olive Shore sites were very interesting. Thanks Dave and Gary.
The 4 speed Allison 643 and 647 used in the early models locked the torque converter half way through third gear and all the time in fourth gear. Trans felt like they shifted four times so the lockup feels like another gear.
Bob
Bill,
There's a wealth of information on Barry's website with "History of Foretravel Models" as well:
FORETRAVEL Motorhomes service and Repair Information (http://beamalarm.com/foretravel-links/foretravel-links.html)
Barry is member here and done a great job collecting information on his site.
I would not worry about the transmission. The biggest difference in the years is whether there is a joystick retarder or not. The rest is all sales speak.
Brett,
sorry to rehash an old thread, but are all 4 speeds hydralic. The one I was looking at, the owner said it had an electronic shifter. He could not get it in gear, because the batteries were to low. He said once he replaced the batteries there would be no problems.
Some of the older shifter setups were cable, air or electric select for gear choice, does not mean the older units were electronic like the newer 3000 & 4000 series.
Another hint, the newer units are computer controlled, the older units ain't.
Robhatric,
Looking at the spec sheet for an '88 U300, it has a MTB 648 ATEC transmission. This would be the same one as on my '91. Yes, electronic control and it has a retarder - very good transmission, no problems what so ever. Only thing that could make it better is 2 more gears to help keep the engine in it's sweet spot when climbing grades. I can't vouch for the claim that it wouldn't go into gear due to low batteries. Never had that happen to me. Seems like the alternator should be giving it enough voltage. It could be just low voltage up front where the ATEC computer is. Low dash voltage is a common issue on these older coaches where some contact resistance can start to buildup over the years on the cable ends. Another reason is there is a large ignition solenoid under the dash (you can hear the "thunk" when turning on ignition) that can start building resistance on the contacts.
he said the transmission was not working because the inverter batteries were dead, but that should have not mattered because he replaced the house batteries with a new one and the coach started up fine. I should of taken my multi meter and checked to see if the dead inverter batteries were causing a voltage drop on the house batteries. He had the inverter batteries connected directly parallelled to the house batteries, with no bypass switch. I don't know if this is proper wiring, but in my boat they are seperated and has a bypass switch to parallell only when you need it.