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Author Topic: Repower pix first trip out  (Read 3382 times)
blue_goose
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« Reply #15 on: July 09, 2008, 01:45:28 PM »

Mike,
You have done a great job on the installation.  After doing 3 of them I know how much work you have done.
I have one question, what kind of pipe did you use for the water to the hot side.  Looks like PVC, if it is I would like to know how well it works
Jack
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mikelutestanski
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« Reply #16 on: July 09, 2008, 02:49:41 PM »

Hello;     What kind of pipe did you use on the hot side ?  looks like pvc..
               Well its not PVC but it is supposed to look like it and you are the 2nd guy to ask that question.. It is 2" hard copper .
        I really want it to stay there so we  painted everything else grey except the engine which is Cummins beige.  With copper at a premium price I did not want to advertise a nice hunk of copper for some idiot to try to get his next fix with.
       Another gentleman asked why I went with a mechanical  L10  and a computer tranny.. 
         Well this is what was available at the time. I bought 2 transit buses from  Sportran  Shreveport.   Orion 1 1989 buses with  L10 B400R packages.  One I bought from Randy Fulkerson and the other at auction in Schreveport  La.  I wanted the complete bus to get all the wiring and gages etc for the job.   All the transmission cabling is now in my mc 7
     I would have preferred a series 50 with a 5 or 6 speed tranny but nothing was available at the time. The installation of a series 50 would be a snap compared to the Cummins.  However it is done and we know how to do it now.
      I do have the other bus running it is a 30 footer and that may be the next project to make a beach bus.  It may be my future ride because it gets 10 mpg  weighs 26000 now before conversion.     My MCI 7 weighs in at 36000 and I do not know what the mileage is yet   hoping for 8 but time will tell..
     Thanks for all the comments       Regards and happy bussin     mike
   
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
cody
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« Reply #17 on: July 09, 2008, 04:48:12 PM »

Sure looks good mike, when were there you were neck deep in it and being a rookie, I tryed to envision the final outcome, lol.  You did a great job, but everythingyou did on that bus was well thought out, I appreciate the way you explained everything you were doing and why, being a rookie I'm often full of questions so as I go I'm trying to build a knowledge base, sure looks great.
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Sammy
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« Reply #18 on: July 09, 2008, 05:00:23 PM »

Mike, you make it look too easy......... Smiley
Fantastic repower, tons of room, perfect planning.
Best of luck .
Sammy
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Sojourner
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« Reply #19 on: July 09, 2008, 05:37:44 PM »

I also had to cut part of the tag center section out and replaced it with a .5 inch steel plate  . This allows enough  room to change the hose fittings on the back of the tranny if required. 
              I have more pix if anyone is interested in a detail  let me know   happy bussin   Mike
     
Very good workmanship, planning and photos.

I have a question....do you photo of the cut part of the tag center section out and replaced it with a .5 inch steel plate?

Sojourn for Christ, Jerry
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mikelutestanski
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« Reply #20 on: July 10, 2008, 03:03:13 AM »

Hello;
    The reason for the tag cut out is in the pix. the back of the fittings on the tranny come to within 1/4 inch of the tag axle. So if the fittings ever had to be changed then you would require the room that this modification generated.
    Regards and Happy bussin   mike
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
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« Reply #21 on: July 10, 2008, 03:04:10 AM »

ANd more:
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
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« Reply #22 on: July 10, 2008, 03:05:16 AM »

And one more;   
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
Sojourner
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« Reply #23 on: July 10, 2008, 11:09:55 AM »

Thank you very much to share your photos. I can now see how close clearance to the tag's tube frame.

Maybe you have already done this....Have you thought about adding an large flow transmission oil cooler for your retarder?

Keep up the good work.

Sojourn for Christ, Jerry
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mikelutestanski
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« Reply #24 on: July 10, 2008, 11:32:47 AM »

Hello:   
   
    Maybe you have already done this....Have you thought about adding an large flow transmission oil cooler for your retarder?

  Yes the retarder cooler is the one provided by Allison for this application; and is plumbed vertically behind the turbo.  The water from both radiators flows into the cooler on its way to the pump. I endeavored to utilize the specified parts from the donor bus wherever possible. 

     Regards  and Happy bussin   mike
« Last Edit: July 10, 2008, 11:37:32 AM by mikelutestanski » Logged

Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
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« Reply #25 on: July 10, 2008, 12:00:52 PM »

  Yes the retarder cooler is the one provided by Allison for this application; and is plumbed vertically behind the turbo.  The water from both radiators flows into the cooler on its way to the pump. I endeavored to utilize the specified parts from the donor bus wherever possible. 

Thank you for sharing that.  I had wondered how that was done.

It would be interesting to put a coolant temperature sensor inline between the retarder and the pump.  I'm not saying you should, it's just the sort of thing I would find interesting.  But then I'm the type that one day when I get all the "necessary things" done on mine, I will  probably populate the dash with enough gauges to make it look like the cockpit of a commercial jet.  Grin
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« Reply #26 on: July 10, 2008, 12:05:28 PM »

Did you have to make any major mods to fit the engine in the compartment? How does the series 50 compare to the L10 in HP and mileage?You said it would be a snap to put in a series 50. What kind of a time frame is a snap? A couple of weeks? Your attention to detail is unbelievavble. Was the motor that clean when you bought it? and has it been rebuilt? Sorry for so many questions but I am considering a repower.

Great job!!!
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mikelutestanski
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« Reply #27 on: July 11, 2008, 06:04:04 PM »

Hello
 
     It would be interesting to put a coolant temperature sensor inline between the retarder and the pump.
 
   I thought about doing that but the only way was to drill the hydraulic fitting  and I  ran out of time; however the fireprotection system has 3 extra sensors and one of them is layered next to the fitting that goes into the cooler.  That gives a rudimentary transmission temp going into the retarder.
     
     Did you have to make any major mods to fit the engine in the compartment? How does the series 50 compare to the L10 in HP and mileage?You said it would be a snap to put in a series 50. What kind of a time frame is a snap? A couple of weeks? Your attention to detail is unbelievable. Was the motor that clean when you bought it? and has it been rebuilt?

         Yes unless you don't consider  reworking a cradle to add 5 inches to the front and rebuilding the mounting system major. And as stated before the only thing original on the coolant system is the radiators (utilized some of the old pieces naturally).As to how the series 50 compares to the L10  that is like comparing an apple to an orange.  The 50 is computer driven and the L10 is mechanical    big difference there.  Now a more direct comparison would be a Celect L10 or an M11.  this L10 is mechanical but the nice part of the older L10 is the engine is shorter and fits under the rear bulkhead.  The m11 and the newer celect L10 is at least 2 inches higher  and you may have to modify the bulkhead where the hatch is  to fit it in.
     Horsepower wise the 50 is 325 and the L10 is 270.   the select may go to 320 or so  not sure.
 The fitting in of the seies 50 is this:  The series 50 is the same length as the 8v engines whereas the inline 6 cylinders are longer.So if you have the same tranny (like a 740 you have to think about your driveshaft length.

    I do know one gentleman who has a series 60 with a 740  and a 7 inch driveshaft.  He has many miles on the coach ;  and it works fine. He had to cut a hole in his rear door and put a cover over it  for one of the pulleys to work.

        My installed L10 motor came from a transit in Atlanta  and was filthy.  Had to take the external parts off to get the block clean. Looking back I  would have looked harder for a steam cleaning outfit  .  Took a week to clean the block.  I replaced the rods and mains as I changed pans . Replaced rear main seal   it was leaking and any other that was required.  Don't know much about the top end yet so left that alone for now.       
      As far as time to do a job that is not answerable by me.  Too many variables involved.  Several outfits on the west coast will do the job for you and it takes 4 to 6 weeks for them to do it  and at least 25K  .  From my experience That price is worth the job if it is as extensive as mine.
     I have spent 6 months on this job.  Working about 6 hours per day.  The tag axle and rear end took 2 days with 3 guys working.
   
      Hope this helps   remember  this is all my opinion  and we know about opinions don't we?

        Regards and happy bussin   mike
                 
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
TomC
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« Reply #28 on: July 11, 2008, 07:28:03 PM »

Amazing how much room suddenly opens up when you take the V block out and install an inline.  Very nice work.  Will be curious as to your fuel mileage once everything settles in!  Good Luck, TomC
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« Reply #29 on: July 12, 2008, 09:10:27 PM »

 Hello     Thank you everyone for your comments  .  They are appreciated when you spend a long time on a project.  I found some pix of the engine as we received it.  We received the engine on the base frame of the bus  less transmission. It was transverse and they never bothered doing anything to the back. 
   Regards  and Happy bussin   mike
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Mike Lutestanski   Dunnellon Florida
  1972 MCI 7
  L10 Cummins  B400R  4.625R
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