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June 28, 2017, 02:10:12 PM *
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 61 
 on: June 27, 2017, 09:18:37 AM 
Started by Geoff - Last post by Geoff
Do you have JB Inverter link?

JB Inverters has an ad on eBay, that is how I found them.  I had called a couple of inverter repair shops and they wanted too much money.  JB gave me a quote over the phone that was reasonable and they stuck to it.

--Geoff

 62 
 on: June 27, 2017, 09:18:24 AM 
Started by Archer - Last post by busfan
Good luck!  I'd be interested in a pic of the luggage space directly in back of the front wheels for my 4103 which I think is missing a couple longitudinal supports Smiley

Couple other things on my wish list, hope the journey goes well! If not? uship.com

Reverse solenoid is on the panel to the left of driver or can be hand actuated from the engine bay right side.. hold the button down from neutral up to first then down into second and it will be in reverse.

Might go for one of those AAA for coaches memberships?

 63 
 on: June 27, 2017, 09:18:12 AM 
Started by bigred - Last post by Oonrahnjay
  Wus it you Scott?Huh?

     I-40, Nashville to Asheville -- I-26, Asheville to Myrtle Beach; I'm gonna guess "entertainer" (as a WAIG).

 64 
 on: June 27, 2017, 09:15:42 AM 
Started by Geoff - Last post by Oonrahnjay
One Stop Custom Shop
Colorado Springs CO

sorry no link   


    Looks like it's www.onestopcustomshop.com/ -- the website has photos, etc.  Looks like good work.

 65 
 on: June 27, 2017, 09:12:10 AM 
Started by Dreadnought - Last post by Dreadnought
Thanks everyone! I drove it today and it sorted itself out!

When I first powered up, it was keeling over again on that same side and for the first few moments of driving across town it did, but then it evened its way out.

Then I got a quote for interior work on my RV at a specialist and I almost keeled over!

 66 
 on: June 27, 2017, 09:10:09 AM 
Started by Dreadnought - Last post by Geoff
The present 3/4" feed from the engine for the heaters goes to a coolant booster pump, then to some 3/4" hard pipes that go to the front and all the way back to the radiator's lower return pipe into the water pump inlet.   My idea is to have valves to select coolant flow to either the heater loop or to the additional radiator, but not to both at the same time.   I'm hoping the present 1"-to-3/4" coolant supply has enough flow force to avoid needing a booster pump for the additional radiator, especially if I use a larger 1.25" return back to the water pump;  the pump is sucking the return as much as pushing its outflow.   I definitely don't want to introduce any cavitation with this extra circuit.

Has anyone here done anything similar to this?   I want just a small amount of extra cooling for those rare occasions when the temperature gauge keeps creeping up, but I really don't want to use misters.

John

I added an extra radiator using the 1" heater hose that used to supply the passenger heating system.  The coolant pump moves the coolant through a heater core that measures 1' by 3' and uses 3 electric 12v fans with a 190 degree switch. The RTS has a screen in the roof so that is where the extra radiator is mounted.  With this system I was able to quit running the water sprayers on the main radiator.  350HP 6V92TA.

--Geoff

 67 
 on: June 27, 2017, 08:52:32 AM 
Started by Swadian - Last post by AdamWalkup
I have a 99 DL3 with 12.7, and gear was changed to 3.73.  It works great, no problems starting, changes to 6th gear at about 65 mph.  It gets great mileage on the highway, and is our first coach out for long out of state trips, often running Biloxi trips from our bus shop in south Florida on a weekly basis.

Interestingly the actual in the field fuel mileage is not THAT much better, I see larger variances between different buses.  On a standard coach with a 4.30 ratio, we average about 6.5 mpg on the highway, where this bus will get 6.8-7.5 regularly.  What I do notice is that the weight will change the mileage more on this bus, when running light it gets MUCH better mileage, but on a trip loaded with people and LOTS of luggage, the mileage won't be much better.

The bus seems overall very happy with this set up, and I may change some more of them.  It brings the shift point to a higher speed, but the engine tranny seem happy, they just think they are running slower road speed then they really are.  When mountain climbing it just down shifts earlier, but is very happy climbing in 5th, or even 4th.

 68 
 on: June 27, 2017, 08:22:42 AM 
Started by Swadian - Last post by luvrbus
Allison won't approve 3:90 for a B500 he will need a outlaw to reprogram it because Allison will lock out 6th gear with that ratio for lubrication purposes if he goes there

 69 
 on: June 27, 2017, 08:16:52 AM 
Started by bevans6 - Last post by bevans6
Tom, I already de-tuned it down to N75's.  From what I have read, that puts me at the top of the window for torque on the 647 at peak torque, but I take your advice to back off when shifting...  I rarely have to use full throttle anyway.  I am below the torque rating at 2200 rpm, which is the full throttle shift setting (if I understand what the tech who set it up told me).  We discussed rpm range and torque output quite a bit when I was ordering the transmission.  This isn't a take-out, it was built to my application, which I think will be a useful thing.

Brian

 70 
 on: June 27, 2017, 07:30:43 AM 
Started by Dreadnought - Last post by lvmci
My observations about coastal bus lines is the tremendous suction on the two radiator systems on MCIs, is that's where to look for corrosion, rust when looking for problems when searching for a new bus. So I dont think protection from outside salt air is posible on those models. lvmc...

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