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Author Topic: Need Cummins Mechanic Albuquerque  (Read 3999 times)
azdieselman
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« Reply #15 on: September 07, 2011, 09:29:44 PM »

You have an aftercooler, I can see the bottom edge in the photo. How does the turbo drain work? I'm not a fan of rubber hose and hot oil. Cummins has an updated metal drain line if you ever want to change it. What's your engine serial number, I'll look it up and see if it applies. Leadville is over 10K ft. I assume you went up Hwy 24, hope you brought a jacket.
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1980 Mod 10
luvrbus
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« Reply #16 on: September 07, 2011, 09:45:05 PM »

Yep I see the aftercooler also

good luck
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Melbo
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« Reply #17 on: September 08, 2011, 08:02:19 AM »

We brought jackets hats AND gloves -- we are going north to Meeker so we go over a couple of passes between here and there.

Glad to know I didn't get one of those CHINESE L10's and that indeed I do have an aftercooler. 

The serial number of my engine is 34632081. Any information about it would be appreciated.

Thanks

Melbo
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If it won't go FORCE it ---- if it breaks it needed to be replaced anyway
Albuquerque, NM   MC8 L10 Cummins ZF
azdieselman
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« Reply #18 on: September 08, 2011, 09:13:38 AM »

 Upfit Original
Engine Serial Number 34632081
Shop Order # SO3669
Plant JEP - JAMESTOWN ENGINE PLANT
Build Date 15 Aug 1990 
Upfit Original
Engine Serial Number 34632081
Shop Order # SO3669
Plant JEP - JAMESTOWN ENGINE PLANT
Build Date 15 Aug 1990
Warranty Start Date 04 Sep 1990
Customer Number 2231
Customer Name W M A T A
ECM Code Not Available For This Engine
Fuel Pump Part # 3820821
Fuel Pump Calibration X745
Film Card I
Engine Config # D343073UX02
CPL # CPL1226
Marketing Model Name LTA10-BUS (240)
Service Model Name L10


 
 
 
© 2000-2011 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.
Terms of Use and Disclaimers  |  Feedback / Help  |  Recommended System Requirements 

Warranty Start Date 04 Sep 1990
Customer Number 2231
Customer Name W M A T A
ECM Code Not Available For This Engine
Fuel Pump Part # 3820821
Fuel Pump Calibration X745
Film Card I
Engine Config # D343073UX02
CPL # CPL1226
Marketing Model Name LTA10-BUS (240)
Service Model Name L10

 
 
 
 
© 2000-2011 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.
Terms of Use and Disclaimers  |  Feedback / Help  |  Recommended System Requirements 
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azdieselman
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« Reply #19 on: September 08, 2011, 09:16:54 AM »

There is a metal drain tube available, it is easily looked up by ESN. If the hose is working, let it be, but if it gets stiff, it will begin to seep. JMHO
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luvrbus
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« Reply #20 on: September 08, 2011, 10:15:44 AM »

I have a friend Gary talked into removing a good running 8v92TA and installing one of the L10 he had the guy removed a 450 hp 8v92 and replaced it with 240 hp L10 he is a little upset with Gary to put in mildly lol we went to 270 hp and air to air charger on his helped him out a little but not much


good luck
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azdieselman
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« Reply #21 on: September 08, 2011, 10:31:12 AM »

That's a lot of HP to give up for a little more torque. Probably a little less RPM too.
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JohnEd
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« Reply #22 on: September 08, 2011, 01:09:19 PM »

 I am thinking that a "inter cooler" is a heat exchanger that is installed between the turbo and engine.  It can be ab=n air to air or an air to water. 

The "After cooler" used in the DD is installed between the compressor(blower) and the cylinder intake.  I guess the "after" part refers to the compressor.

Then the turbo happened to the D industry.  Only problem was that the turbo added heat to the air when it compressed it and some of the potential benefit was lost.  Rules being rules, in physics, colder air at the induction point is worth lots of power and efficiency.  So they got their heads together and added a device to further drop the air temp to the stock DD 2 stroke.  First heat exchanger is called the "Inter-cooler" and the second heat exchanger is the "After cooler".

Is there a rule that says XXX degrees above ambient and your COOLING of the charge air is sufficient. 

Does this sound right?

John
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Melbo
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« Reply #23 on: September 08, 2011, 04:16:45 PM »

John I don't know about all that stuff I know if it works or if it doesn't and I try really hard not to change stuff that is working and and just keep it the same.  The best I do is to have someone replace what isn't working or fix it so it does what it is supposed to do.

I replace an 8V71 that was dying with this L10 so instead of worse than 265 hp I got somewhere around 275 hp not much of a bump up BUT it quit over heating leaking oil and I added an automatic trans. For me it was a good improvement and now my girlfriend drives it some too SO EVERYONE is happy. Gary did a good job on my install and I can understand how someone would not be happy with LESS power instead of more even if it quit overheating.

Melbo
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If it won't go FORCE it ---- if it breaks it needed to be replaced anyway
Albuquerque, NM   MC8 L10 Cummins ZF
azdieselman
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« Reply #24 on: September 08, 2011, 05:14:06 PM »

L10's are fine engines. They were never powerhouses, but they are dependable, they get decent mileage and are fairly easy to work on. Some early 90's models were equipped with STC, CAC and mechanical fuel systems, these would make 280 HP and could reach 300 without much effort.
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JohnEd
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« Reply #25 on: September 08, 2011, 11:04:36 PM »

John I don't know about all that stuff I know if it works or if it doesn't and I try really hard not to change stuff that is working and and just keep it the same.  The best I do is to have someone replace what isn't working or fix it so it does what it is supposed to do.

I replace an 8V71 that was dying with this L10 so instead of worse than 265 hp I got somewhere around 275 hp not much of a bump up BUT it quit over heating leaking oil and I added an automatic trans. For me it was a good improvement and now my girlfriend drives it some too SO EVERYONE is happy. Gary did a good job on my install and I can understand how someone would not be happy with LESS power instead of more even if it quit overheating.

Melbo

I am with you on all this.  How rarely we get "everyone happy" at the same time.

I lust to learn how it works.  Took my first clock apart while a 4 Th grader and from that i graduated to a small slot machine.  Had never held a screwdriver to that point in life.  Took me a week to get both running again.  The clock came out of a trash heap and was rusty inside.  The slot from my Aunts attic and had quit 20 years prior.  Given you use of the technical term "that stuff" you don't have much of a passion for matters mechanical.  That's OK as probably 90 percent of the population shares your level of enthusiasm and most are loved by someone and almost all do a good job at life.  If I owned a bus, probably the only thing that would limit my tinkering would be my wallet and having something less than cat-like agility any more.  We are different and accept that each, I hope.

Please don't hear me suggesting you modify your bus in any way.  Not happening.  My words were only for those that cared and found interest in those subjects.

Great the L10 worked out for you.  There is one running around in a 4106 in a "T" configuration and i heard it gets 15 MPG.  He is exactly like you.  He got fed up with the overheating tired 8V71 and converted to a L10, just like you.  He kept the 4 speed if memory serves.  But he stayed with stock as far as he could....just like you. Grin  And, like you, he is overjoyed with the fruit of his labor and is tired to death of people telling him he can't put a "T" config in a 4106 cause the frame will break and he should be due to it running around for 5 years or so.  He drives it all over cause it gets such great MPG and has power to make good time.  I am certain he hasn't changed a single thing he didn't need to change.

What MPG are you getting from your setup.  The auto should cost you some efficiency but people here have dropped 10K just to get rid of their clutch.  I lust for the Auto Shift stick that Brian(?) has.  Those cute little box vans made by Izusu now come with a 6 speed stick and an auto shifting operation.

John
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"An uneducated vote is a treasonous act more damaging than any treachery of the battlefield.
The price of apathy towards public affairs is to be ruled by evil men." Plato
“We can easily forgive a child who is afraid of the dark; the real tragedy of life is when men are afraid of the light.”
—Pla
luvrbus
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« Reply #26 on: September 09, 2011, 06:34:06 AM »

It kinda a no brainier for a swap on a wore out 71 series engine Gary will install the L10 for about the same price as a 8v71 out of frame job but his ZF transmissions he can keep but they make installing a L10 in a MCI easier.
They are good engines but no way would I give up a good 8v92 for one like my friend did he gets about the same fuel mileage as he did with his 8v92 FWIW

good luck 
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Melbo
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« Reply #27 on: September 09, 2011, 07:52:59 PM »

Quote
Given you use of the technical term "that stuff" you don't have much of a passion for matters mechanical.

I'm guessing that's right.

From now on I will use public trans and stay in a motel. Roll Eyes

Melbo
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If it won't go FORCE it ---- if it breaks it needed to be replaced anyway
Albuquerque, NM   MC8 L10 Cummins ZF
JohnEd
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« Reply #28 on: September 09, 2011, 10:04:17 PM »

Humor Melbo.....humor. Tongue Grin
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"An uneducated vote is a treasonous act more damaging than any treachery of the battlefield.
The price of apathy towards public affairs is to be ruled by evil men." Plato
“We can easily forgive a child who is afraid of the dark; the real tragedy of life is when men are afraid of the light.”
—Pla
Melbo
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« Reply #29 on: September 10, 2011, 04:36:56 PM »

Well NOW I have smashed a clock with a hammer but the casino would not let me take apart the slot machine.

I don't have anything to compare it to but the ZF has worked for me and I like the retarder --- The support from Harbor Diesel in CA has been very helpful and quick.

Kept me from using a tow truck and got me off the side of the road with a little tech help over the phone.

Melbo
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If it won't go FORCE it ---- if it breaks it needed to be replaced anyway
Albuquerque, NM   MC8 L10 Cummins ZF
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