Thanks everyone. I checked out the diesel page and appreciate everyone's posts. Seems that for my uses the 6.2 will probably be fine. I won't be towing anything and it is a reletively "short" Class A (as far as those go) at 26 feet. And hey, if it bites the dust then I have an excuse to find a nice pre-emissions control diesel that can get great mileage and stick it in there. Just wish there was a way for me to check it out before I buy it. I'm still in the sandbox for the next few months and it's ready to sell now. Figure I need to shit or get off the pot because Barths dont seem to last long, especially at that price and condition.

sorry that it is too far for me to examine in person, on your behalf. However, there are members who are much closer and might be persuaded to help.

I couldn't see where this unit is located...

It's in Houston, Texas. That would be pretty sweet if someone with knowledge had the time...

http://www.pplmotorhomes.com/d...arth-Regal-20581.htm

If it has O/D (as claimed), it's been upgraded with (probably) the 4L80E, which has a lockup torque converter - this upgrade would be worth about $2500. However, I doubt that it does.

ppl is reliable on parts, but questionable on RVs.

Rusty, I just wrote and asked them. We will soon know. By the way, what is a 4L80E? Just the tranny model?

Yep. It's quite common. 3 speed + O/D and lockup TC. The TH 400 is 3 speed, no lockup.

quote:

Originally posted by Rusty:
If it has O/D (as claimed), it's been upgraded with (probably) the 4L80E, which has a lockup torque converter -

It also makes me curious as to the computer needed to run the 4L80E. Usually the engine computer runs the trans, but stand-alone computers are now available if the engine doesn't have a computer that interfaces with the 4L80E.

The answer may be "all the above and none of the above."

I looked up 4L80E on www.hotrod.com. It came out in 1991 for trucks. It is a very similiar tranny to a Turbo 400 (70% of parts interchange) but with overdrive and electronic controls. They said some people were retrofitting it to other vehicles by adding a separate trans computer.

I have a 1984 6.2 Diesel 3/4 ton P/U with a 700R4 overdrive in it. I also at one time had a 1986 S-10 Blazer with an electronic overdrive tranny. I had it rebuilt and went back with non-electronic controls on it. (I remember, my Dad had a 1982 Olds 5.7 Diesel with overdrive and lockup torque converter. I felt like driving a 5 speed auto trans...all mechanical)

I think the jest of things is:

1. Salesman doesn't have any idea if it's
a 4L80E or 700R4
2. Someone retrofitted it and added a separate
computer for the trans...
3. Maybe when they changed out the engine,
they went with a later model engine/trans..
with computers...

It would be interesting to talk to previous owner and find out the story....

quote:

Originally posted by K&E:

I think the jest of things is:

1. Salesman doesn't have any idea if it's
a 4L80E or 700R4

The 700R4 might not be strong enough for a MH. I remember the early Olds diesel cars wrecking trannies. Never quite figured why a low hp engine should be so hard on trannies.

quote:

2. Someone retrofitted it and added a separate computer for the trans...

Could be, but not cheap, nor particularly cost-effective.

quote:

3. Maybe when they changed out the engine,
they went with a later model engine/trans..
with computers...

Could be, and seems the most practical.

quote:

It would be interesting to talk to previous owner and find out the story....

Yup.

This'll probably help you a little.

A link to an owners post about this coach.

It would be nice if you could get a picture of the data tag. This tag looks like this and I might be able to look up a few things for you.

The 700-R4 and 4L80-E are 4 speed + lockup TC, the 4L80-E is a light duty trans, the 4L85-E is the beefy one. they can be converted to non-electric full manual. I have a 1994 Blazer with the 6.5L turbo Diesel and 4L80-e trans, lots of factory design flaws on the engine, but all easy to correct, difficult to find a mechanic that really knows these engines so you'd better like fooling around on them yourself, I have 272,000 miles on mine, I like it. The 6.2L has a simple mechanical injection pump, the 6.5L has a computer controlled pump with complications.

I flew to Houston one way with cashiers check in hand to buy a motorhome at PPL, NOTHING was as described, generator, wipers, headlights, roof A/C's dash A/C and heat, brake lights, turn signals all did not work, steering had 1/4 turn of slack, it had to be jump started when I got there, but they told me it was ready to hit the road for the drive back to Alabama before I booked my flight.
I would not believe anything they say.

Good work finding the coach from years ago, Bill.

quote:

The 700-R4 and 4L80-E are 4 speed + lockup TC, the 4L80-E is a light duty trans, the 4L85-E is the beefy one. they can be converted to non-electric full manual. I have a 1994 Blazer with the 6.5L turbo Diesel and 4L80-e trans, lots of factory design flaws on the engine, but all easy to correct, difficult to find a mechanic that really knows these engines so you'd better like fooling around on them yourself, I have 272,000 miles on mine, I like it. The 6.2L has a simple mechanical injection pump, the 6.5L has a computer controlled pump with complications.

Early 6.5L engines had mechanical pumps (approx pre-'94). The 4L80E can be upgraded to handle more than the original 450 lb.ft. of torque (Mine's rated at around 850) with a liberal application of money. With the mechanical pump, the tranny uses a simple electronic controller which gets one of its main inputs from the throttle position sensor, but that's its only connection to the injector pump.

Stonecutter, what about the nice Cummins powered 28' in Illinois?
http://barthmobile.com/eve/for...443979967#7443979967