Bus Conversions dot Com Bulletin Board
August 27, 2014, 06:05:42 PM *
Welcome, Guest. Please login or register.

Login with username, password and session length
News: If you had an E-Mag Subscription: It will not turn yellow, get musty, dusty, and mildewed or fade.
   Home   Help Forum Rules Search Calendar Login Register BCM Home Page Contact BCM  
Pages: 1 2 3 4 5 [6] 7 8 9 10
 51 
 on: Today at 07:42:41 AM 
Started by BRUISER - Last post by Boomer
I had an N14 525 and HT740 in my Eagle before I replaced it with my ISM/World Trans.

 52 
 on: Today at 07:39:55 AM 
Started by mung - Last post by olebusman
I think the bushings I used were for slack adjusters if old age hasn't set in.   

 53 
 on: Today at 07:37:36 AM 
Started by BRUISER - Last post by luvrbus
Gearing is the problem with a Eagle most go to 10 speed auto shift a lot cheaper than a 6 speed Allison

 54 
 on: Today at 07:30:42 AM 
Started by Newbob - Last post by dukegrad98
I believe that around 250hp and 660lb/ft torque is realistically the highest you can go with the 5.9 liter.

How much do the coach engines differ from the pickup truck engines?  I'm guessing not that much, and I think those numbers are low as a result.

With H&S tuning, my Cummins ISB 6.7 (Dodge Ram pickup) dynos at 500hp and 1100lb-ft, at the rear wheels.  You do the math on what that means at the flywheel.  Heck, the engine is now available at 385hp/850lb-ft straight from the manufacturer.  The 6.7 is mostly just a bigger 5.9, which a lot of government-mandated crap attached.  I've got 57k miles and counting on mine, including a good bit of heavy towing.

Gearing and transmission durability are another question...

Cheers, John

 55 
 on: Today at 07:28:45 AM 
Started by Newbob - Last post by Newbob
Eagle - I have both a host and a URL..... How about the Tapatalk - is that any easier (haven't used it yet)

So, I have started my interior build-out and figuring out what goes where and how much room is needed for what. I have the two engine driven "hot water type" floor heaters which I will mount under the pass side row of seating to warm the bus while running. In the event that I find I want to shut off the engine and still maintain some heat, what is the best way to keep some heat in there with kids coming in and out a lot?

My RV heater "furnace" seems to heat well - maybe I could fit something like that  in the bus? The overhead a/c and heater combos are entirely separate from the actual furnace right? Is that just the heat strip unit I hear mentioned on the forum from time to time?

I think I mentioned the 12volt circ pump and LP fired (non-electric) water heater in my first post - does anyone have eny experience with a system like that?

 56 
 on: Today at 07:27:32 AM 
Started by Bob & Tracey - Last post by TomC
The engine alternator regulator should be connected to the starting batteries. Then when you isolate the house batteries, the starting batteries continue to be charged-especially important at night. The jumper to charge the house batteries should be taken off the starter batteries, through the isolator, then to the house batteries. Then all batteries are being regulated. Good luck, TomC

 57 
 on: Today at 07:23:29 AM 
Started by Bob & Tracey - Last post by Bob & Tracey
Got it new, ebay $50. Can I run a lead from the main positive terminal on the alternator or should I connect closer to the batteries?

 58 
 on: Today at 07:22:38 AM 
Started by Jnbroadbent - Last post by Jnbroadbent
Been gone for about 4 months, started it yesterday (still amazed on how fast it starts) but the air won't get over 80psi or so. When I shut it off I heard no obvious leaks.

I remember something about certain systems activating at set pressures so I'm hoping that leads me to the culprit. I'd like to get it fixed today. Fingers crossed.

Thanks.

 59 
 on: Today at 07:22:25 AM 
Started by BRUISER - Last post by TomC
Like the Series 60 or Caterpillar 3406/C15, the Cummins N14 is a big block engine. And it actually weighs more then the other two engines (over 3,000lbs). A very high engine (especially with Jake Brakes). While it is still made, it is an expensive (more then Cat) engine to work on. For ease of swapping and being close to 1,000lbs lighter, I would go with the Cummins ISM rebuilt to RV specs at 500hp and 1550lb/ft torque. Another good engine about the same size is the Caterpillar C12 (not the 3176 or C13). The N14 will just be a big dinosaur to work with. Any engine can be put in a bus-how much engineering and money do you have? Good Luck, TomC

 60 
 on: Today at 07:20:51 AM 
Started by BRUISER - Last post by luvrbus
The N14 is the same size as the 855 they fit a Eagle lots of Eagles running around with Cat,Cummins and series 60 engines

Pages: 1 2 3 4 5 [6] 7 8 9 10
Powered by MySQL Powered by PHP Powered by SMF 1.1.18 | SMF © 2013, Simple Machines Valid XHTML 1.0! Valid CSS!