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 on: Today at 12:45:36 PM 
Started by boxcarOkie - Last post by Dreamscape
CARB rules do not affect RV's, only commercial stuff. That's the last word I got, so no worries. When I lived there it was never a problem with my old dinosaur!  Wink

 on: Today at 12:39:17 PM 
Started by Scott Bennett - Last post by Scott Bennett
That's so true. On ours you can see the places where rust occurs. I don't think everyone realizes this cause not all have stripped their coach down to the frame, but we have. And I can tell you, even though theirs a ton of stainless and aluminum, there's a ton of mild steel in these MCI's too. And if they are rusted in certain areas it can be major drama. We had to cut out a lot of rusted beams above the windshield the rear cap and floor and weld in new steel. The steel we welded in is much thicker than the mild steel skeleton of the coach. Also, aluminum corrodes too and given enough time, it will corrode to the point it's just as destructive as rust on steel. And if the aluminum is touching steel, some sort of electrolysis occurs and it corrodes too. So yeah,  I absolutely know where to look. One question though, photos I've seen of the newer EL3 and J4500 coaches indicate that framework above the belt line is stainless now. Is this true?

Sent from my iPhone using Tapatalk

 on: Today at 11:01:11 AM 
Started by boxcarOkie - Last post by boxcarOkie
TomC would probably be your best source on this as he lives in California and sells heavy truck that are affected by CARB rules.

I have at this time received a few emails on it, for some reason a few folks are kind of afraid of posting something here at the Old Shark Tank.  Looks like I can take my no good, oil leaking worn out, oil drippin mosquito killing Detroit out there and will not have to worry about it.

It pays to check now days, in this environmentally conscious society we have progressed to.

Thanks for your input Belfert ...


 on: Today at 10:52:40 AM 
Started by Alan N - Last post by HB of CJ
FWIW, we found that the extra 6 inches, (or less ... net) interior width was more than off set by the pucker factor of the "much wider" wider Bus Conversion on narrow streets and dumb on coming traffic.  Just a thought.  HB

Yep ... a 35 foot MCI would make a much better Bus Conversion candidate.  Easier to convert and much more storage space.  The Crown Supercoach is the much better chassis and road warrior,  but quite hard to convert.  Just me here.

 on: Today at 10:14:39 AM 
Started by Tikvah - Last post by Jon

Dave has drum brakes on his bus. Even with proper maintenance, they are VERY easy to let the smoke out of. We always wanted disc brakes on our bus. That would have been awesome.

With standard drum brakes, it is tough to stop on a 6% grade. That's why slow is the key. I agree with you, Dave. I like interstates. I will go out of my way to stay on interstates, if needed.


I have been on almost every interstate in the country, and my previous coach as well as my first coach had drum brakes. I have been on I-26 a lot because I live in Knoxville. My last coach weighed 46,000 and we have always towed our 6700 pound Hummer so I know a little about managing energy going down a hill.

I still maintain that the brakes are not only fine for the job, but on a 6% grade from 55 MPH you can stop a coach. But for normal descents as I stated above don't pump the brakes and give up air pressure. And keep your target speed in mind, and when you reach it apply firm braking until you are about 10 MPH below target, release the brakes to allow them to cool and be ready for the next brake application when needed. The key is the target speed and letting that speed be the max speed for the gear you are in.

If I choose 55 as a target, I need to be in 4th because its top speed is 55. That way I am getting the maximum benefit from my selected gear and I am not abusing my brakes.

And do not ever be intimidated by other drivers. Screw them. If you let them push you then you have only your brakes to separate you from a very nasty crash. Choose your speed and let everyone else go around you if they do not like it.

 on: Today at 09:11:32 AM 
Started by boxcarOkie - Last post by belfert
TomC would probably be your best source on this as he lives in California and sells heavy truck that are affected by CARB rules.

 on: Today at 08:40:06 AM 
Started by RJ - Last post by Oonrahnjay
 I guess what I'm looking for is one two-inlet valve (one from radiator coolant and one from gennie coolant) with one outlet (to water heater loop) and one one-inlet valve (from water heater loop) with two outlets. 

    Does it really matter?   If you have a common "Port A" and the valve switches between open from "Port A" to "Port 1" to open from "Port A" to "Port 2", does it matter which is inlet and outlet?  This kind of valve should shift two ways and do what I want to do, right?

3-way ball valves are just a ball with a 90 degree elbow in place of a straight through port in the ball.  They are commonly used in ag sprayer applications.  I can see no reason why flow direction would matter.  There used to be 2 different control head circuits.  Externally the heads looked identical but internally they were different.  One of them required a constant supply voltage and used a pilot signal to determine which direction it was oriented.  The other required the switch to reverse the voltage to the control head. 

     Thanks, Bob.  That was what I was thinking. 

 on: Today at 08:36:19 AM 
Started by Tikvah - Last post by Oonrahnjay
  The old saying about going down a hill as fast as you go up the hill isn't bad advice. 

Yes, and "start slow" is good advice, too.

The hill south of Asheville if I recall has a lower speed limit for trucks, and although most ignore it, there is a place at the top to stop, then you can start down which is easier to maintain a speed by trying to slow down to the speed.  I-26 has a lot of ups and downs, but it is a nice drive if you don't mind dealing with the hills. 

     The hill south of Asheville on I-26 is called "Saluda Grade".  It drops a long way, but it is cut through the Green River valley so it has a long horizontal component (i.e. it is not very "steep" for a long way at the time in most places so it's not as bad as some)*.  The "Old Fort Grade" on I-40 drops a lesser amount in altitude but there is very little change from a steady, fairly consistent downwards grade; I'd *much* rather go up or go down Saluda than Old Fort but that's not to say that Saluda should be trifled with.  As Jon says, the run down I-26 (and that stretch from Johnson City down to the valley north of Asheville is also considerable -- it's also broken into sharp, short descents followed by shallower descents or even slight uphill phases -- and although it's *easier* than some, care should be taken) across Asheville, Hendersonville NC, down Saluda and into the pretty hills of northwestern SC down to the SC coast is a pretty one.

(*  I-26 runs near and mostly parallel to the old railroad grade which did NOT use the open areas and plateaus of the river valley to break the climb or descent up.  That old "Saluda Grade" for the railway was one of the most infamous -- and dangerous -- railroad grades in the East in its time. But I-26 has been made easier.)

 on: Today at 08:36:19 AM 
Started by Alan N - Last post by RJ
Alan -

Eagle made a few 35x102 models before folding. Pretty rare, here's an example that's been for sale forever:


The GMC/MCI RTS transit bus also was available in 35x102, 99% of these will be a 6V92TA Detroit with a V-730 Allison automatic.  A few will be a Detroit Series 50 w/ the V-drive automatic.  None available with a manual gearbox, transits haven't used stick shifts since the 1930s.  Since they're transits, most will have rear axles that limit top speed to about 60 mph.  Another challenge with a transit are the large wheel wells inside.  Not insurmountable, just an annoyance.

If your Gillig's in good shape overall, your least expensive route would be to swap out the rear axle pumpkin for one with a "taller" ratio.  Like a 3.70:1 (common in MCIs) from a 5.11:1 (common in transits).  Gillig uses "off-the-shelf" HD truck running gear, so finding one in a truck boneyard shouldn't be too much of a chore.

Any way you look for it, finding a 35x102 with a mechanical engine and a manual gearbox is going to test your willpower.  OTOH, a mechanical engine with an automatic will require less hair pulling, and one with an all-electronic powertrain will be the easiest.  Highway models will be geared to run 70+ on the superslab, and will be the most expensive.  Transits & skoolies will be geared a lot lower, and be less expensive.

FWIW & HTH. . .


 on: Today at 08:08:06 AM 
Started by RJ - Last post by RJ
Well now, living in a huge agricultural town (Fresno County is the USA's largest producer) provides one with all kinds of possibilities.

Was talking yesterday with one of my customers - who happens to own the largest John Deer dealership in the area - about my idea of using the genset's coolant to help heat the domestic hot water when parked.  He immediately said that electric valves are common on some ag equipment, and suggested I visit one of the major hydraulic supply houses located near his business.  Even gave me the name of a parts guy to talk to!

So, since it's raining here in Fresburg today - which means I won't be out servicing pools - I'm off to have a chat w/ this chap to see what we can come up with.

Stay tuned. . .


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