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Author Topic: Typical HP of a Detroit V-6-92  (Read 2859 times)
Kwajdiver
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« on: February 25, 2012, 06:31:48 PM »

Hello All,

What is the typical horse power of a 1983 x-hound Detroit V-6-92.

Thank you,

Bill
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Auburndale, Florida
MCI-9
V-6-92 Detroit, Allison 5 spd auto
Kwajalein Atoll, RMI
Iceni John
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« Reply #1 on: February 25, 2012, 08:00:42 PM »

MCI's specifications for the MC9 state 277 HP, but these specs were from the time that 8V71s were "standard", with the 6V92 an option:
http://www.bustropolis.com/files/download/MC-9%20Specs.pdf
Were Greyhound's buses different?

John
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1990 Crown 2R-40N-552:  6V92TAC, DDEC II, HT740, Jake.      Hecho en Chino.     
Behind the Orange Curtain, SoCal.
Kwajdiver
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« Reply #2 on: February 25, 2012, 09:28:04 PM »

Don't believe Greyhound was different, but not sure.  This turbo charged also.
I see 277hp in the book, but is that turbo charged.

Bill
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Auburndale, Florida
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Kwajalein Atoll, RMI
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« Reply #3 on: February 25, 2012, 10:35:52 PM »

Were there any non-turbo 6V92s in bus/truck use?

Some 6V92TA were as low as 253 HP http://www.flickr.com/photos/23546986@N08/5959516820/#in/photostream/, others (including my Californicated version) were 277 HP, and RV- and firetruck-rated engines were well over 300 HP.

John
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1990 Crown 2R-40N-552:  6V92TAC, DDEC II, HT740, Jake.      Hecho en Chino.     
Behind the Orange Curtain, SoCal.
RJ
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« Reply #4 on: February 26, 2012, 01:25:43 AM »

Bill -

277 is correct for your engine, as were the majority of 6V92TAs installed in coaches.

Operators are more interested in fuel mileage than HP - still true today.

Seems like only busnuts have Tim "The Tool Man" Syndrome!

FWIW & HTH. . .

 Wink
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RJ Long
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bevans6
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« Reply #5 on: February 26, 2012, 04:23:53 AM »

http://www.powerlinecomponents.com/literature/detroit_diesel/brochures/6v92ta-tta_automotive.pdf

Interesting.  The "fuel squeezer" had a governor that capped the HP at a certain amount - 270 hp - but the engine had the same injectors as the 335 hp version and produced the same HP up to the RPM where the restriction started.  If your engine is the "fuel squeezer", I'd be interested to figure out how to tamper with the "tamper resistant governor"
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1980 MCI MC-5C, 8V-71T from a M-110 self propelled howitzer
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luvrbus
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« Reply #6 on: February 26, 2012, 04:52:10 AM »

 That is easy one Brian  a 1/2 in drill bit a few minutes you are there they just have plugs with a roll pin covering the 2 bolts to remove the adjustment cover nothing special,the ones I cannot get too with a drill or punch a torch blows the little plug out doesn't hurt anything.FWIW Allison made the FS 740 to use with that engine 

good luck  
« Last Edit: February 26, 2012, 05:12:50 AM by luvrbus » Logged

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Scott Bennett
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« Reply #7 on: February 26, 2012, 08:43:41 AM »

That is easy one Brian  a 1/2 in drill bit a few minutes you are there they just have plugs with a roll pin covering the 2 bolts to remove the adjustment cover nothing special,the ones I cannot get too with a drill or punch a torch blows the little plug out doesn't hurt anything.FWIW Allison made the FS 740 to use with that engine good luck

Do tell us more Clifford...? Where is this? What doth it look like? And in baby language how can we tamper with it? Definitely interested in this...
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Scott & Heather
1984 MCI9 6V92-turbo with 9 inch roof raise & conversion in progress.
http://www.scottmichaelbennett.com/p/our-bus.html
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« Reply #8 on: February 26, 2012, 08:45:09 AM »

That Detroit brochure is from the early 80's-around the time I bought my 1980 Kenworth K100C 86" Aerodyne cabover with 151" wheelbase so I could legal a 45ft trailer and be at 55ft (old length laws).  I remember also the 100,000mi oil change-that was changed back to 25,000mi oil change with one filter change at 12,000mi.  DON'T do the 100,000mi oil change as stated in the brochure.  Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
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« Reply #9 on: February 26, 2012, 08:49:00 AM »

That 100000 mile oil change is in my 71 series service manual. I thought it was a typo. I never believed it.

JC
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JC
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1977 MC5C, 6V92/HT740
bevans6
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« Reply #10 on: February 26, 2012, 10:45:21 AM »

That is easy one Brian  a 1/2 in drill bit a few minutes you are there they just have plugs with a roll pin covering the 2 bolts to remove the adjustment cover nothing special,the ones I cannot get too with a drill or punch a torch blows the little plug out doesn't hurt anything.FWIW Allison made the FS 740 to use with that engine good luck

Do tell us more Clifford...? Where is this? What doth it look like? And in baby language how can we tamper with it? Definitely interested in this...

I love when I get a reason to read a new part of a Detroit engine manual...   Grin

On a mechanical V71 engine (I presume the same on other mechanical engines, but I don't really know) there is a cover that is held on with two 5/16" bolts that nestles down along the vee of the engine off the back of the governor.  You take that cover off and you can see the high speed and low speed adjustments.  What you have to understand about the governor is that it's basically balancing weights against springs to control the fuel rods that tell the injectors how much fuel to inject, and those springs are inside that cover.  That is where you can set the high idle (no-load maximum speed) and low idle speed when you do a tune up by adjusting the tension and pre-load of those springs.  On a TT Fuel Squeezer engine there are a couple of Belleville springs (that look like dished washers) that come into play to back out the fuel rod when a certain RPM has been exceeded.  Those Belleville springs interact with the high speed spring to have the effect of letting the engine run and act like a high HP engine below that RPM, but set at a certain HP level above it.  When you do a tune up on a TT engine, you back off the preload on those Belleville springs, do the tune up, then you reset the preload on the Belleville springs to reduce the HP to the level you want.  If you want full HP, you just leave the preload backed off, or presumably just remove the springs.  It's a pretty easy thing to do, so they made the cover tamper proof so the first driver to get assigned the truck didn't adjust the power to maximum...

Brian
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1980 MCI MC-5C, 8V-71T from a M-110 self propelled howitzer
Spicer 8844 4 speed Zen meditation device
Vintage race cars -
1978 Lola T440 Formula Ford
1972 NTM MK-4 B/SR
Scott Bennett
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« Reply #11 on: February 26, 2012, 10:59:36 AM »

Briandefinitely interested in checking this out. I am much less concerned about fuel economy and much more interested in "squeezing" out a bit more power from my coach cheaply. I'm going to investigate. Any pics/drawings along with that very nicely written tutorial? Sorry for the thread hijackishness...back on topic, um...oh yeah, horsepower...um, my horsepower is low...according to "seat feel" so I'm attempting to resolve that issue. (did that get it back on track?)
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Scott & Heather
1984 MCI9 6V92-turbo with 9 inch roof raise & conversion in progress.
http://www.scottmichaelbennett.com/p/our-bus.html
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bevans6
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« Reply #12 on: February 26, 2012, 11:17:16 AM »

Scott, I presume you have a mechanical 6V92 since it's a 1984 model year.  When you look at your engine, there is probably a 1/4" thick metal plate bolted on top of the governor, and that's where the air cylinders for the fast idle, the engine stop, and the throttle cable would be mounted.  The spring cover is under that metal plate on the back of the governor, between the valve cover and the blower, sticking out towards the front of the bus/rear of the engine.  The cover is about an inch and a quarter in diameter, about 4 inches long, and there are two bolts that hold it on.  It's possible but a total PITA to work on the adjustments when that metal plate is bolted on, so I take the plate off, move it out of the way, then I can get at the adjustments.  All you would have to do is take the cover off and look.  There are excellent diagrams and such in the Detroit engine manual, so you should get one as a starting point if you are going to try to fool with this stuff yourself.  As always the warning - it's easy to over-speed the engine and blow it up if you screw up the governor, so don't fool with it if you aren't pretty bloody sure you know what you are doing!

Brian
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1980 MCI MC-5C, 8V-71T from a M-110 self propelled howitzer
Spicer 8844 4 speed Zen meditation device
Vintage race cars -
1978 Lola T440 Formula Ford
1972 NTM MK-4 B/SR
Scott Bennett
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« Reply #13 on: February 26, 2012, 11:26:42 AM »

Got it. Yes, definitely heard the horror stories of messing with the governor so I'll be sure to steer clear of it. Sad thing is, I just had that plate off and everything apart about a month ago while I was unseizing my engine stop lever (washer corroded and seized in the "off" position). Had no idea I might find the squeezer in there. I do not have the engine manual...only my coach (MCI) manual. I'll see if there is a download somewhere for that. Thanks for the online help on this. I am definitely going to play...carefully of course. See if I can boost the HP numbers a little (keeping this thread on course)  Embarrassed
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Scott & Heather
1984 MCI9 6V92-turbo with 9 inch roof raise & conversion in progress.
http://www.scottmichaelbennett.com/p/our-bus.html
˙ǝɯoɔlǝʍ suoıʇɐuop ˙snq ʍǝu ɐ pǝǝu ʎlqɐqoɹd ll,ǝʍ 'sıɥʇ pɐǝɹ uɐɔ noʎ ɟı
bevans6
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« Reply #14 on: February 26, 2012, 11:31:32 AM »

This MC9 manual suggests that you may have a two speed governor with no TT stuff.  Personally I wouldn't worry about this at all, and wait till I found myself parked next to an expert...

http://www.buses101.com/PDF_Files/MCI%209%20Maint%20Manual%20in%20PDF%20format/MC-9%20-%20Maint%20Manual%20Section%208.pdf

Brian
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1980 MCI MC-5C, 8V-71T from a M-110 self propelled howitzer
Spicer 8844 4 speed Zen meditation device
Vintage race cars -
1978 Lola T440 Formula Ford
1972 NTM MK-4 B/SR
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