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Author Topic: I have finally figured out what's behind my repower obsession  (Read 3928 times)
kyle4501
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« Reply #15 on: October 18, 2010, 06:33:55 AM »

According to the Cat RV performance guide, for a 34,000# vehicle, it takes about 46% more HP to travel at 70 mph vs 60 mph.
According to the fuel curve for a 8V92, it takes more fuel per HP at 2100 rpm than it does at 1800 rpm.

There just might be something to the rumor that driving habits influence mileage . . . . .  Shocked
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TomC
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« Reply #16 on: October 18, 2010, 07:34:50 AM »

Rick- I turbocharged my 8V-71N.  I had brown tag N65's for 300hp @ 800lb/ft torque.  The engine smoked above 5,000ft-which is easy to do on the west coast, and of course had less power.  At sea level it was fine. But at altitude, was afraid of taking steep mountain passes.  Decided to turbocharge the engine.  Just had the engine overhauled a few thousand miles ago. So had an air to air intercooler custom made (my radiator is about 8" in from the side because my bus is a 102" wide).  Took the bus to Don Fairchild in Bakersfield where he pulled the entire engine/transmission cradle (Vdrive).  He first pulled one of the pistons to see what rings I had, and they were the tight transit bus rings (compared to the looser truck style) so turbocharging would work.  Since I had the 18.7 to one pistons (compared to the 17 to one turbo pistons) we went with a 12.7 Series 60 waste gated turbocharger to keep the turbo boost down to 15psi.  Don installed 9G75 injectors (375hp and 1125lb/ft torque), bypass valve on the blower, fuel modulator to keep the injectors from opening up until turbo boost was up, plumbed up everything.  After that, had the radiator increased from a 5 row straight fin to a 6 row serpentine fin; changed the muffler, air cleaner, installed an auxiliary trans cooler with thermostatically controlled electric fan, and ultimately installed 15 misters on the radiator-of which I just recently drilled two of them out to 1/16"-which really flows some water now!
Needless to say, the difference in power is dramatic.  Where driving to Las Vegas from L.A. with my car in tow, there used to be several spots where I had to down shift, now the only two places I have to down shift is the Cajon Pass and Baker Pass.  I actually have passing power.  I just made the bus much more enjoyable to drive.  Don also had the transmission overhauled at the same time.  Total cost with trans overhaul $17,000.00.
I would have just installed an 8V-92TA, but you can't mount the 8V-92TA on a V drive because of the big vibration dampner on the front of the engine.  But-both Don and I like the 71 series better-mainly because of the dry cylinder liners.  Detroit's last version of the 8V-71TA with 80 injectors was 400hp with 1200lb/ft torque.  If you rebuild your engine to a turbo spec, this hp rating would be used.  Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
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« Reply #17 on: October 18, 2010, 08:43:55 AM »

Tom,

Great info thanks for the help. I am going to contact my local DD shop with my serial # to find out what my piston's compression ratio is and I believe the TV7101 at 1.39 is rated at 15 lbs of boostand the housing on the turbo I am buying is 1.29 which will be a bit lower boost. I am going to have a talk with Don and get a list of all the things I am going to need to do this and what injectors he would recommend I am betting he is going to recommend the 9G75's for my setup. Being that my motor is really strong and I have a documented rebuild 40k miles ago I am gonna run it and when and if it breaks in a major way I will do an out of frame on it. I am interested in how he did the bypass valve on yours and if he used a 8V71T intake manifold. Also, where did you guys find an oil suplly to the turbo? What is your mileage with it?
I have the larger radiators and the small pulley and I cannot get it to even remotely get hot with the current injectors.

Do you have any pictures of the intercooler? I would love to see your system. I am assuming that the NA blocks did not have the internal plumbing for a aftercooler or Don would have mounted one on yours rather than the air to air correct?

I found a surplus place that may have all the plumbing otherwise I'm going to have to find an old truck with a fairly intact intake and exhaust system for an 8v71T. There was a guy on ebay selling the whole intake/exhaust system a few months back and I am kicking myself for not buying them.

Thanks for your help Tom
RB
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luvrbus
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« Reply #18 on: October 18, 2010, 08:53:46 AM »

Rick, there is a plug on the oil galley  above the first place for the dip stick on the right side of the engine for the oil supply or you can drill and tap one on the front of the engine.

good luck
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TomC
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« Reply #19 on: October 18, 2010, 09:26:09 AM »

Actually my block is an aftercooler block-but the stock aftercooler is almost a joke.  My fuel mileage is about the same (4-6mpg depending on gen usage for A/C), but with the increase in performance, no smoking at altitude or power loss, I really don't care.  Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
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« Reply #20 on: October 18, 2010, 12:24:44 PM »



I fully understand the repower thing. Look in the back of "HUGGY"  a 4104. Right now i can kill all the mosquitoes in a two mile area every time i pass. very few trucks can keep up as long as it is below 30 degrees outside and no hills.

Do real good on the hills till the temp guage gets to 200 then i panic.  I have already bought two sets of heads.

Also the water cooled intercooler is at the same temperture as the water. so a charge air cooler is next. Just waiting
on my friend Don to come back east. I have plenty of spring water to help with the installation.

more smoke more power. just watch the tractor pulls


uncle ned
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4104's forever
6v92 v730
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Ericbsc
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« Reply #21 on: October 18, 2010, 04:20:37 PM »

I'm just  tired of wiping the two skroke slobber off anything I pull behind the bus!!! At least the four stroke won't do that. But then I will have to worry about rust on the trailer tounge!!LOL
« Last Edit: October 18, 2010, 05:33:29 PM by Ericbsc » Logged
belfert
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« Reply #22 on: October 18, 2010, 05:00:03 PM »

Even though I have a four stroke Series 60, it still smokes pretty good on a hard climb.  The exhaust on a Dina comes straight out the bumper and my trailer is completely black with soot.  I tried the pressure washer on it and it is still black!

With my Series 60 I don't slow much on grades even with a 32 foot trailer weighing 5,000+ lbs back there.  I do feel it when accelerating though.  My mileage was only down a few tenths pulling a 20 foot and 32 foot trailer on a long trip.

I still wish I had a 400 HP or larger Series 60, but that ain't happening unless I strike it rich or this motor blows up.
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Brian Elfert - 1995 Dina Viaggio 1000 Series 60/B500 - 75% done but usable - Minneapolis, MN
gumpy
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« Reply #23 on: October 18, 2010, 05:44:18 PM »


The tow vehicle.


You're supposed to release the emergency brake on the toad before driving off in the bus.   Cheesy
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Craig Shepard
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http://bus.gumpydog.com - "Some Assembly Required"
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« Reply #24 on: October 18, 2010, 05:57:19 PM »

Is that tha yeller thang on tha dash!!!
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RickB
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« Reply #25 on: October 18, 2010, 05:59:15 PM »


The tow vehicle.


You're supposed to release the emergency brake on the toad before driving off in the bus.   Cheesy

Any of you who think I didn't think of this are wrong!! So I sent the wife back to check it for me  Cheesy

That may explain why we haven't seen her around the house lately!!  LOL

Gumpster we need to get together soon and look at your vacation pix and solve the worlds problems. You and wifey available for dinner sometime soon on this side of the cities?

It would be good to see you my friend,

Rick

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I will drive my Detroit hard... I will drive my Detroit hard.
robertglines1
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« Reply #26 on: October 18, 2010, 06:16:43 PM »

I'll put my part of this post to bed..I selected the 60 series 430 hp &1400 rpm with Eaton 10 spd autoshift w/.75 overdrive because I did not have a engine for the salvage shell I am building..that being said I am running a 8V92 89 prevost home build now.what I have learned back off throttle to 1900 and it gained 8/10 mpg  68 mph..will consider using larger air cleaner or two because we still are using the 89..Don't know for sure when other will be done..wish there was a pill we could put in  our tanks and give us more power and double fuel mileage. Family First..ours is a family orientated coach. Bob
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Bob@Judy  98 XLE prevost with 3 slides --Home done---last one! SW INdiana
luvrbus
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« Reply #27 on: October 18, 2010, 06:30:39 PM »

I'll go record now Bob betting you a cold one after you finish your conversion with 430 hp series 60 in the 45 foot XLE you will be looking for a way to get 500 hp from that engine in 6 months  LOL 



good luck
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robertglines1
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« Reply #28 on: October 18, 2010, 07:10:21 PM »

Clifford got two new(to me)man to feed.. My cousin teaches diesel mechanics at local trade school..he is itching to play..Ha Ha  with the detroit.  Bob
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Bob@Judy  98 XLE prevost with 3 slides --Home done---last one! SW INdiana
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« Reply #29 on: October 19, 2010, 05:50:31 AM »

I had looked hard at an 8V-92 mech. engine in a cabover. Had a reliabuilt sticker and was very clean. Called DD tech and they where as much help as usual!! Had ser. no. and all still no help. Looks like that one is going into one of Kyles senicruisers. ( If he dosen't blow the budget and buy more busses!)!LOL The 60 is set at 470hp on cruise. Guess I'll leave it there. The drop box still makes me nervous. I am told it will handle it, but I know what it cost me to rebuild it!!! Don't want to pay for that one again!!
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