What is everyone,s opinion about 160 hp in a 30 ft breakaway be like ? My present Barth has the 190 turbo & it is not too powerful although it gets the job done. Also why did Barth put the 160 unit in these coaches, for fuel economy?

Well... surely we can agree that the 160hp, normally aspirated 5.9 was NOT a stressed engine.
Like you, I had 190, which I think was standard in the 30', whereas 160 was standard in the 28'. Remember, the early 5.9 was not much get-up-and-go in a Dodge pickup.

I think all the 5.9s in Barth were turboed.

I think it all depends on what kind of driving you do. If you like to cruise at 65 and run areas where there are some hills, the 160 might not be to your liking. OTOH, if cruising at lower speeds is ok, and most of your driving is flat land, you probably would be ok with the 160. Also, factor in what you might tow. I chose the 190 and even tho I have a few issues with some things, I would choose the 190 again. In fact, I would probably look for a 230.

quote:

Originally posted by Rusty:
I think all the 5.9s in Barth were turboed.

My bad

http://www.speedyracer.com/OEM...-1990-1991-1992-1993

The 5.9L 230 HP Cummins 6 Speed in a 30' Breakaway is extremely rare! I have searched the archives and the only 30' Breakaway with another power plant that I found was Beeoh's and that has a Cat 3116, IIRCC that one has a 5 speed in it..

All Barths are different so I never try to say I have the only one but it sure looks like it.

190 HP Cummins can be updated to 230 HP or more with changes in the injection pump, injectors and turbo. the only problem with that is the 542 trans is probably to weak for much more power.

Changing the trans would help but unless one replaces the 542 with the 2500 series Allison, you will definitely need more power as the 1st gear ratio in the 1000/2000 series is higher than the 542.

I will write more on my thoughts about engine/trans/diff changes later.

There've been many posts about hill-climbing (and flatland speed)with many engine/tranny combos. While my Breakaway has a better-than-average power/weight ratio, it doesn't bother me a bit to manually downshift and run up I-29 east of Monteagle (6%) at 45 mph, or tuck behind a semi on I-77 from the NC/VA state line to Fancy Gap (7%) at 25-35 mph.

Slower speeds an higher RPM (as Ed noted) result in better cooling and less stress on the drivetrain. In hilly areas, I frequently shift into 3rd and stay there - negating downshifts and extra wear on tranny clutches.

My personal bottom line: I'm not obsessed with setting personal records for hill climbs when I can downshift, slow down - and enjoy the scenery at lower speeds - while letting my drivetrain do the same...

In the spirit of disclosure, StaRV II will easily do 80+ mph straight and level, and a lot of its Cummins/Allison-powered contempories can't.

quote:

StaRV II will easily do 80+ mph straight and level

Sweet!!
Jim

86Barth can easily do over 80! (Around 4,000 rpm, don't ask how I know this)

Not to brag, but...
In a tight turn, I can even get a front wheel off the ground! (Ask Tom Johns)

Normally, 60 mph...(2800 rpm)

quote:

Originally posted by Steve VW:
86Barth can easily do over 80! (Around 4,000 rpm, don't ask how I know this)

Before or after that Hi-Po upgrade?

To regress, one of the reasons StaRV II can hit 80 is that the AMG 6.5L is yellow at 3500 and red at 4000 RPM - so it's governed much higher than the C5.9L. It doesn't defuel until 4500.

No mystery - it's shorter stroker - so it can rev higher, but has less torque.