This information is greatly appreciated ☺️

Never build complex like that here EPA code and zoning be all over yer &ss

*Were *Vehicles *Surprises

My spell check don't work so get over it

So yelling about something that’s not your problem, or business is pretty rude.

@@crashandburngaming5103 I use capitals, on occasion, when wanting to make a point. Who in the computer world decided that it meant yelling? I couldn't care less what computer gods think about the use of CAPITAL LETTERS. I'd be more concerned about the crooks who told the guy he needed a new engine. They should have given that shop a nice "plug", including the address.

*Exhaust

Do you have any contact information about it?

Found one in upstate ny also for sale. Guy is asking 10,000 and has started to convert it to an rv.

i replied before the bus i saw was in boca raton on facebook marketplace as of this morning its still up 1994 mci 12 free

Right? Pretty normal but quite a surprise if you're coming from the automotive world.

@@mediocreman2 NO JUST NOT FROM THE BUS OR AGRICULTURAL SECTOR .

A mechanical engine you get lots of black smoke (unburned fuel) but the ddec limits the fuel delivery by boost pressure detected.

That would be shown on the spec plate. Is a bi mode engine. I had a Series 60 Detroit that was a bi-mode engine 370/430. 370hp on the pedal, 430hp on the cruise. 12.7 l built in 2000. 😊

@@carlbernard4197 That is a parameter that can be set by the owner also., with the right program. It is an incentive for fuel economy. If an operator is foot heavy and using fuel at a higher rate than the owner wants, they can be derated. I've worked on mostly fleet owned coaches. It would specify in the order sheet and on the program inside the DDEC. Factory trained by Detroit, Cummins,Cat, etc.

The 92 ddec is a 2 stroke.

@@BusGreaseMonkey I guess I was thinking more of the series 60 That they were sticking in the ones pretty much since like the late 90s I got so many different incarnations Ddec 3, 4, etc I should have just said engines post 2000

I have a Prevost H3-40 VIP conversion. 1991 MY, left the factory in August 1990. It has a DD8V92-TA built in late 1989. It has a coolant level sensor. I doubt that Prevost added that, so presumably a standard (optional?) feature for this engine at that time.

@@brucefay5126 MCI-9 with the 6v92 made in the early 80's had coolant level sensors in the upper reservoir. That controlled a fill pump. Guess what the Detroit series 50 and 60's from mid 90's thru the 2000's had it also.the newest MCI's running Cummings have the same system. All MCI installed and controlled. The Cummins has a sensor that monitors it but controls nothing. Even right now on the newest gillig it is a vanner control box that runs the low coolant shutdown through the PLC system. The engine ecm's Monitor temp and can over ride the cooling fan speed to cool the coolant temp and CAC temp. Then install a fire system and it will shutdown the fan to low speed to keep from "fanning", the fire. I can go through Eagle, and older new flyer and Gillig coaches were the same. We added some to gillig with DDEC 4. On fire commander it can be overruled when fighting fires. Only the high pressure water pump will shutdown the engine. KC metro in Seattle doesn't even put a temp gauge on the dash for the operator. They don't want a shutdown on a bridge to back up traffic. Run it tell it blows! Unless it has a Detroit part number, wiring going to the ecm and has protocols written in for low coolant shutdown, then it ain't Detroit. I didn't say it wasn't possible but it wasn't common. As you can see in the video, that is a stand alone system that probably turns on a light and buzzer and then cuts power to the ecm.

​@@brucefay5126 That box was probably made by vanner, as they Make most monitoring and control boxes that are stand alone. Coolant, voltage, switching, etc. The hybrid drive allision use vanner boxes for the Alternator less charging systems. I can into our parts room and grab three different low coolant control modules. Detroit. Cummins. And gillig. All the same, all interchangeable, all made by vanner.

I had to have an exhaust manifold replaced. The shop that did the work (DD in Detroit/Dearborn, MI) had a source of used ones just down the street. They went through the pile and found one that was serviceable, cleaned it up and installed it. Has worked well ever since. I was told at the time that there were not any new ones in stock. If I wanted (or needed) a new one, it would have to be cast, take many months to get, and cost big bucks. I don’t know if that was true, but I’m glad I did not have to find out. I did have to have a cylinder head replaced some years later. It took a while to get the new one, but it was available. Pricey, of course, but limited options at that point.

It does, they were removed when I had the bus wrapped. I forgot to reinstall prior to this trip.

Yes I do.

45 feet long.

This is my Prevost. It's 40' long.

@@dom_rod_official657 Beautiful RV, great looking and now well maintained. Keep on truckin!

He just had a vinyl wrap put on the bus. They removed the arms temporarily. He has them

@@BusGreaseMonkey Thanks....I was wondering if there were some wipers hidden somewhere and I didn't see them.

no need for it now that the TA is TAing.

I agree, if you tear down a diesel, you should be able to guarantee that engine will be brand new and perfect. Maybe you should just be honest and not simply say it needs to be rebuilt. 🤷🏻‍♂️🤷🏻‍♂️🤷🏻‍♂️🤷🏻‍♂️🤷🏻‍♂️

14’ wide door openings but the dang mirrors stick out a lot. Hitting the opening in the middle is crucial to the success

That would be Hans Brinker, but perhaps Jonathan is a descendant of his 😁

Haha, my cars felt that comment. I have two 20 year old cars that look great from ten feet away. But they have old-age mechanical issues.

A broken exhaust manifold and oil leak aren't an indication of a poorly maintained coach. On engines this old, things break, unfortunately this was a job bigger than I could handle myself.