| Author | Message | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 570 Registered: 11-2004 Posted From: 173.217.11.76  Rating: |
Ok... I know it's been a while... I've been kindof quiet because things just haven't been progressing... but... That's about to change. I know where a bunch of parts skoolies are sitting... the problem is, they all have IH engines... They're all diesel, and I think any of them will really work just fine... What should I be looking for in these parts buses? any particular IH engine I should look for or stay away from? What about transmission? Of course, I want to go Automatic (which all of these buses are)... What kind of prices should I expect to pay for the fabrication of engine and transmission mounts and such to make the engine/tranny combo fit? What kind of price am I looking at for the custom driveshaft? If I had a little more knowledge about this... I'd ask more detailed questions, but I think this will get the ball rolling in the right direction... -Mac | ||
| Ralph Peters (Ralph7)
Registered Member Username: Ralph7 Post Number: 113 Registered: 3-2004 Posted From: 75.244.79.205 Rating: N/A |
The IH schoolie up near us in Pa. are 6cyl, I think 466 . What they do is remove flip front and the frame back of the rear engine mounts, remove the springs, cut to less than 8ft to fit crosswayes in a container on there way to South America. If I were you and you can get a cut off, from front bumper, rad, eng. trans. and front drive shaft all still intact, wireing loom. The mounts,(cross members) may fit,or be very close, I would make certain to cut rivets/bolts and not damage mounts an cross members. Some units may have AC. | ||
| David Guglielmetti (Daveg)
Registered Member Username: Daveg Post Number: 158 Registered: 2-2009 Posted From: 71.139.247.230  Rating: N/A |
I guess that it would be nice to know which I/H engines you have a choice of. Of course, all the DT family should be considered, and there are others that I/H did that should be junked. I think one of the ones to stay away from is a V-8 Sorry, don't have engine models/displacements memorized! | ||
| Jim Shepherd (Rv_safetyman)
Registered Member Username: Rv_safetyman Post Number: 302 Registered: 1-2004 Posted From: 75.253.246.207 Rating: N/A |
Mac, glad that you came back to the board. Been wondering what progress you have made. If the engine is a DT466 (could also be a DT360 which is same design), it is a very durable engine. Ton of them in use for many years. It is a 6 cylinder engine designed for medium duty trucks. Not powerful enough for a big bus, but should work great in you Flxible. It is a relatively small engine for a diesel, but you will want to do a lot of measuring. They made both mechanical and electronic versions. As was noted above, if it is electronic, you will need to get all the parts in the driver area. This engine does not have a Jake option. I think you can install an exhaust brake if you need it. Many school buses switched to the DT444 engine which is a version of an engine they build for Ford: PowerStroke 7.3 liter V8 diesel. I don't think it is nearly as durable. The DT466 and DT444 are both governed at about 2600 RPM. The DT466 can go to 300HP and 800 lb-ft. The DT444 can go to 230 HP and 620 lb ft. Those are IH specs and I suspect you will find higher - especially with "chipped" 7.3 liter engines. Hope this is enough info to give you a start. Jim | ||
| Luvrbus (Luvrbus)
Registered Member Username: Luvrbus Post Number: 882 Registered: 8-2006 Posted From: 74.32.83.4 Rating: N/A |
They have a DT 530 also my son has one in his service truck | ||
| George Martinez (Foohorse)
Registered Member Username: Foohorse Post Number: 68 Registered: 1-2010 Posted From: 76.26.22.162  Rating: N/A |
Mac Buddie, nice to see ya. I am going to visit Phoenix this week. I will send her your regards. | ||
| Jim Shepherd (Rv_safetyman)
Registered Member Username: Rv_safetyman Post Number: 303 Registered: 1-2004 Posted From: 75.253.246.207 Rating: N/A |
Clifford, I don't think they used the DT530 in a school bus. When I had my truck conversion, I tried to find a DT530, but could not. Having said that, it was several years ago. The DT466 was fairly stout when I got it, but someone had turned the pump up - smoked pretty good. I had to have it turned down to meet emissions tests. It just did not have the power I needed when pulling a trailer or big toad. That was when I looked for the DT530. Jim | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 571 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Hey again! The guy I'm working with said there's a couple of 7.3's sitting out there... The "parts buses" are all good working buses, just... retired... some are pretty dinged up or have bodywork issues, or cracked glass and what not.. He said the majority of them have fine running engines and transmissions... I'll be going sometime this week to look things over... I'll likely end up driving one back... I was just hoping for some info about what to avoid and what to look for... This gives me a good baseline to start with... David says stay away from IH V-8's... Anyone else had experiences with the V-8 models? I'm personally fairly inclined to stick with a V-6, just for space and weight considerations... As it is, I'll have to have some reinforcements welded in to make sure the ass-end doesn't start sagging... but that big ol' I-8 sure looks like a pretty heafty chunk of iron to begin with! What should I expect to pay from a good automotive shop to have them yank the "new" engine/tranny and weld in the necessary fabrications to move the combo over? I'm also looking at stripping the diffy out and replacing the rear end with the one from the parts bus... I'll be taking my cam out with me when I go, so I'll take pix of the buses that are out there, and (of course) of the one I end up getting (if any) in case anyone else is interested in parts, or complete buses... And Jorge... Buddy...  How's the ol' girl doing? Still moving along I take it? Perhaps we'll both make Arcadia next year somehow. You'll like Jack and his lovely wife... They're a hoot! ^.^ (And so is everyone else!) ;) -Mac | ||
| George Martinez (Foohorse)
Registered Member Username: Foohorse Post Number: 69 Registered: 1-2010 Posted From: 76.26.22.162 Rating: N/A |
Hey Man I am aiming for burning man this year even if it is just a finished shell. throw in an air mattress, cooler, a port a potty, (which is really just another convenience when you really think about it) and I am there, the rust repair, steel removal in place for alloy, and correcting the Cajun blackening will be done soon. all the other jaded niceties will come along in time. I am considering the interior motif presented in the thread ( some photos for ideas and inspiration) dated 3/22/10. I would build on the theme with 4 poles and strobes. just a thought | ||
| Tim Brandt (Timb)
Registered Member Username: Timb Post Number: 519 Registered: 10-2003 Posted From: 66.165.176.62  Rating: N/A |
Mac, If i were you I might make a post over on the Yahoo Flx site as there are many people over there who have already been down this road and could tell you the ins and out of the conversion http://autos.groups.yahoo.com/group/flxowners/ | ||
| Jim Shepherd (Rv_safetyman)
Registered Member Username: Rv_safetyman Post Number: 305 Registered: 1-2004 Posted From: 75.253.158.62 Rating: N/A |
Mac, there is probably some confusion here. For IH, there are only two configurations: straight 6 (DT360/466/530) and V8 (DT444). The I6 engines are big and pretty heavy. But they will last forever it you take care of them. I rather doubt that you could squeeze this engine in your bus. The V8 is basically the same engine as the Ford PowerStroke 7.3 liter. That engine has a pretty fair reputation. I have heard of them getting over 200K miles, but that might be the exception in a school bus. Both the engine configurations use charge air coolers. That really complicates the installation. In my BCM article, I suggested that an engine conversion will cost (labor and parts, not including the engine/transmission) at least $10K and closer to $20K if frame modifications are involved. It is not a simple task. There is a ton of plumbing to do (water, air intake, charge air cooler, exhaust, etc) that can really add up in time. Lots of other details eat money like crazy. For example, swapping the rear end is probably a 10 hour job at the minimum and at $50-100 per hour, that adds up. I have followed engine conversion in Flxibles over on the site suggested, and there is a ton of information. Bottom line, the engine/transmission is the cheap part of an engine conversion if you have someone do the work. One other caution: be very careful about who you choose to do the conversion. Lots of folks will say they can do the job and have no clue as to what is involved, let alone the skills. Jim | ||
| David Guglielmetti (Daveg)
Registered Member Username: Daveg Post Number: 159 Registered: 2-2009 Posted From: 71.139.247.230 Rating: N/A |
The I/H V-8s I was referring to are NOT the 444 or Powerstroke ones, but the earlier ones...most had be replaced by the DT466. I didn't know how old the busses were that he's looking at. Seems like there was a 9.0 liter that wasn't too good either. I have a nice 2002 I/H 4400 with DT530 @300 hp if someone wants a nice truck! Fresh inframe too...guaranteed. | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 572 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Hmmm.... Well, like I said... I know nothing about the IH engines... But, if the 6-cyl only comes in straight-6... That might present a problem... though, keep in mind that what's in there now is a Buick Straight-8... which is damn big on its own.. But, I haven't seen these buses yet... So I'm not sure what's there yet... Or how old or what condition these things are in... It might end up I walk away from all of them... I'll let ya'll know when I figure it out... But... The only thing I can't fabricate _myself_ would be the bracing and mount modifications to actually put the engine/tranny in... All the other work I can do myself... So, we'll see how it goes I guess... Personally, I'd prefer to get a Cummins, but... That might not be an option at this time. -Mac | ||
| John & Barb Tesser (Bigrigger)
Registered Member Username: Bigrigger Post Number: 395 Registered: 9-2007 Posted From: 96.42.5.35  Rating: |
Hey Mac, I know you have probably thought about this every which way but loose, but if it were mine, I would be working on the good straight 8 that brought that baby the millions of miles it probably has and still started and drove you across the country after sitting for untold number of years. I don't think you realize what a massive untertaking it is to "swap out" an engine not designed to be in the vehicle into another application. I have a full shop with welders, torches and all kinds of tools and I would be hesitant to embark on that kind of journey when you consider what you are going to have if and when you are done with it. A very old coach powered by a newer engine but still with all the old coach brakes (I'm talking size not condition) steering and suspension and all the other things that make new coaches safe to operate at increased horsepower capacities. I know your a guy who wants to sink his teeth into a project and I have been astounded by the things I have seen you do already, but I would rethink this repower. Just one mans humble opinion. Good luck whatever you decide. John | ||
| Rob Allen (Rob_allen)
Registered Member Username: Rob_allen Post Number: 22 Registered: 6-2009 Posted From: 194.69.148.1  Rating: N/A |
the international 7.3's were good in the mid 90's but the specifics all depend on the year because year to year they made some pretty significant changes. around 03' they introduced a new 7.3 which had some issues in its first few years, but from 06' on they've been pretty good. | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 573 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
John... That's actually the very reason I'm looking to get a _complete_ donor bus. Not just for the engine/transmission, but also for the axles and various parts that all make up the drivetrain. My intention is to basically swap the bodies from one chassis to the other (for a simple description)... So I end up with the old shell on a new chassis. I know, it's not that simple, and I know that's really a gross oversimplification... But, that's the idea. I'm not timid when it comes to taking risks... I figure... A risk isn't worth taking if there's nothing to be lost... So it damn well better be fun! ^.^ As for the year to year changes on the engines... I'm pretty sure all the buses he has sitting out there are 90's models... nothing newer than '97 I think he said... -Mac | ||
| Mark R. Obtinario (Cowlitzcoach)
Registered Member Username: Cowlitzcoach Post Number: 209 Registered: 4-2001 Posted From: 68.29.72.125 Rating: N/A |
IHC has made a lot of different engines over the years with various monikers. They come in two flavors, V-8 or I-6. The T444 V-8, as it has been mentioned, was purchased by Ford and installed in their pick-ups and vans. It was known as the 6.9, 7.3, and Powerstroke. Banks and other aftermarket suppliers have all sorts of parts and pieces to ramp up the power on all versions of the T444. The biggest difference came when the engine went electronic and changed to indirect injection. IMHO, the pre-electronic versions were better engines. In some older buses, built in the mid- to late '70's, you will find the 9.0L V-8. This engine is best left to history or door stops. You really don't want to waste your time on this engine. It was built as a low cost option diesel for those who didn't want the high cost option DT466 but didn't want the penalty of high fuel use of the SV and MV gas V-8 engines. Most of the pre-electronic V-8 engines left the factory without turbochargers. Without a turbo there is no need for an charge air cooler. In the I-6 versions there have been many different variations over the years. The basic engine platform first saw service in tractors and power plants more than forty years ago. In trucks and buses the most common sizes were the DT(A)360, the DT(A)466(E), and more recently the DT530. For comparisons, the 360 is similar in size and performance to the Cummins 5.9/ISB. The DT466 is similar in size and performance to the Cummins 8.3/ISC. The DT530 is similar in size and performance to the Cummins L10. All of the DT engines were turbocharged but not all of them came with charge air coolers. The easiest engine to make fit into your Flx would be the DT(A)360. It will increase the go and the hill climbing ability in a huge way while not buring a lot of fuel. A DT466 would be a big step up in power and would most likely start to have cooling problems without some major modifications. As it has already been noted, you would be well served to visit a Flx website and see what others have done. There is no reason for you to reinvent the wheel on a repower. If you choose an electronically controlled engine make sure you purchase the complete running bus. You will need the complete wiring harness in order to make the engine work in your bus. The older buses will have either the Allison AT540 or the MT640 series transmissions. The MT is a better transmission and locks up in the upper two gears. The AT series does not lock up and can make going downgrade a bit of a white knuckle ride, particularly if you don't have any auxillary braking. The AT series provides virtually no engine braking except for in first gear. Which, depending on rear gearing, is good for up to 30 MPH in first gear. The newer buses will have overdrive transmissions with five or more gears. They are good transmissions but without the electrical harness that mates to the engine wiring harness you won't be able to shift gears. You should be able to purchase complete running buses for well under $2K. | ||
| Justin Burie (Justinb)
Registered Member Username: Justinb Post Number: 21 Registered: 1-2010 Posted From: 209.254.23.194 Rating: N/A |
The DT360 is pretty bulletproof. This envelope will likely fit better into the Flexi-doghouse that is set up for a straight-8. The DT360 is a strictly mechanincal engine that topped out at 200-ish HP & 485 lb/ft. They wanted a Cummind "B" killer that wouldgo in fronto of the Allison AT540 series transmissions. A couple of reccomendations to gain some power & longevity. Set the Allison AT545 up with a full lock-up torque converter. Most school buses came with the slop-along. This woll cook a tranny on higway trips. Charge air aftercool the turbo. Dura-Brite will build a charge air aftercooler to wrap around any radiator element. This will get you more power & much better fuel economy. It may also healp woith heat rejection issues. You amy want to change out the rear axle ratio fora 4.10:1 or 4.33:1 versus the 5-something that is in the school bus. | ||
| Jack Conrad (Jackconrad)
Registered Member Username: Jackconrad Post Number: 1272 Registered: 12-2000 Posted From: 173.126.105.139  Rating: N/A |
Dave Lang has a beautiful Flex. I think it is a clipper, I know it is a smaller coach. He did a beautiful conversion including installing a Cummins engine. Dave does not post on the BBs, but maybe someone else has more details on his conversion such as engine size, transmission used, etc. Jack | ||
| Justin Burie (Justinb)
Registered Member Username: Justinb Post Number: 23 Registered: 1-2010 Posted From: 209.254.23.194 Rating: N/A |
If that is the bus I'm thinking of, it was a mechanical (pre ISC) Cummins C8.3L with the Allison MD3060P. Cooling anything prior to EPA 2000 emissions is pretty easy. After that, it got kinda tricky. My guess is that there was some doghouse work to fit the "C" cummins into that flexi. | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 574 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Ok... I'm heading out on Thursday to look at the buses he's got... He says he has TWO buses with the 7.3 IH engines, but he's not sure what transmissions are attached to them... One of them is a "full size" skoolie, the other is a "medium length" skoolie, as he describes them... I'm probably going to just take the "mid-size" one, he says it's in better condition and runs better and is road-ready. The other he says "needs mechanical work", there's only a $500 difference between the two... I think I can talk him down on the mid-size one... We'll see. Either way, I can store the mid-size one much easier than I can a full size skoolie. I'll let ya'll know what I get ahold of. I'm probably just going to CAD everything out and have the mounts and crossmembers custom made and do the vast majority of the work myself. I'll have to have someone else actually yank the engines and put the new one in, but I think I can do this "on the cheap"... We'll see. I just need the old girl up and running and road ready... Right now, I just need it to GO... to get out of here when the time's right. Just have to get some medical issues taken care of and I can skedaddle! ^.^ -Mac | ||
| bruce ohlson (0le)
Registered Member Username: 0le Post Number: 3 Registered: 9-2008 Posted From: 71.142.80.22 Rating: N/A |
macgyver, Your Flx came stock with an in-line engine. Shoe-horning a v-series engine into it will SIGNIFICANTLY increase the work that you will have to do. ~0le | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 575 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Oh, I'm aware... But it's been done by others. And, that old Buick straight eight is quite a sizable hunk of iron as it is... I'm suspecting the majority of the major work is going to be in having the engine/transmission cradles created... The rest of it should, for the most part, be sheet metal work... Which I can do, and I'll have access to PLENTY of sheet metal from the local boneyards. While I'm having the work done, I'm going to see about having some plates put in to strengthen the beams in the rear end as well... Possibly even switch over to air ride instead of springs. But, that's getting a bit ahead of myself... For now, I'll just worry about what needs to be done to get her back on the road reliably (and legally!)... And besides... Do I really seem like the kind of person to back down from an impossibly difficult or even an crazy-insane challenge? ;) Cheers! -Mac | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 886 Registered: 3-2007 Posted From: 71.53.153.91  Rating: N/A |
Cheers to U Crazy?? Just depends on who you talk to,me Naaaa Gomer | ||
| George M. Todd (George_todd)
Registered Member Username: George_todd Post Number: 996 Registered: 8-2006 Posted From: 64.55.111.6 Rating: N/A |
From practical first-hand experience in gas to diesel conversions, (3) cooling will not be a problem. The radiator was sized to cool the gas guzzling straight eight. The diesel will get significantly better fuel mileage, plus a much greater amount of heat is rejected thru the exhaust, because of the greater amount of air taken thru the engine. G | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 576 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Well... I look at it this way as far as heat... The radiator that's currently in the Flx LOOKS to be only a little smaller than the one that was in my 60 footer running a 6v92... I figure if I yank it, get it rodded out or recored... it should do just fine. There are also plenty of places I can add auxiliary cooling as well (which, I'm assuming, will be required for the auto trans)... I'm just going to have to do a little "creative" engineering... I had to do plenty of that just to get the ol' girl going after sitting in a barn for 16 years... Once I get her back on the road, running reliably... I'll be able to look for work elsewhere... I guess the "silver lining" to having nearly everything burned in the fire last year is that now, I really don't have much to move or take with me anymore. A "fresh start", I guess... Everything I own will easily fit in 1/2 of the Flx. The generator I still have (and still have to finish paying for) is on a skid.. I'll take it off the skid and have a pair of rails welded in and use a side-vented intake for the radiator and toss a thermostatically controlled electric fan on it (I actually have the fan already, was part of the same idea I was working on with the 4905)... Once I feel safe she'll drive, the market is finally opening back up for my line of work... So I should be able to find work pretty quick once two things are met... The bus is running reliably, and my dental issues are finally taken care of (hopefully the latter will start next week)... Since the original gas tanks are already rusted through, those need to be replaced already. I'll just have the welding shop weld a custom tank together for me and get the interior lined with whatever they use and (depending on price) have the exterior powder coated or just spray some rubberized truck-bed lining on it to prevent it from rusting in the future. All little things that will happen in the process of getting her prepped for travel. I still have the 4 rear wheels to replace (I'm hoping the ones from the donor bus will work), wheel bearings to replace, greasing everything up really good, etc, etc, etc... Lots of little things... The upside is... the bus is lighter than the 4905... it's smaller and easier to handle, and it's OLD equipment... So, hopefully, I can get the majority of the stuff I need right off the donor bus or just off-the-shelf components for gauges and such... The only thing I think I'll really have trouble with is the speedo... it's dead. But that's ok too... I'm HOPING that the donor bus is 24v... That way I can upgrade the whole coach to 24v... If not, that's fine too... I'll at least be able to have a switchable backup battery in case something happens... I'll probably re-engineer the doghouse area to allow easier access to the engine from inside the cargo area as well. All it is is sheet metal screwed/bolted together with a couple of frame supports further in... So I should be able to trim it down and round it out to take up less space and improve airflow around the engine area. I'll take pics of the process as I go through it once I begin, of course, and document what I do and the specs for whatever components I need to have fabricated so that someone else can replicate the process as well... This should be a really interesting project... And I'm really looking forward to it. ^.^ Jorge... How's Phoenix doing? -Mac | ||
| George Martinez (Foohorse)
Registered Member Username: Foohorse Post Number: 95 Registered: 1-2010 Posted From: 174.48.6.180 Rating: N/A |
I am moving along with the beast. hey what has been done as far as maintenance and what should I look to redo before putting it on the road? | ||
| Mark R. Obtinario (Cowlitzcoach)
Registered Member Username: Cowlitzcoach Post Number: 210 Registered: 4-2001 Posted From: 68.27.54.21 Rating: N/A |
Every school bus I have ever seen that has been built since 1960 has been 12-volt. Why would you want 24V? Everything that operates on 24-volt costs about 2X what the same part does on 12-volt. And I have never seen anything that works "better" on 24-volt. In most cases, the 24-volt was needed to turn the big Delco-Remy starters on 2-cycle Detroits fast enough to start them. But with the advent of gear reduction starters and much closer tolerances there is no need for 24-volt starters. Look at the starter on a Cummins 5.9/ISB. It is smaller than the starter that was put on big block gas engines. If you really want air ride, why don't you look for a school bus that has air ride on the rear suspension? In that way you will "kill" two birds with one stone--a new power package and air suspension. You will also get everything you need to make things work. In regards to your engine choice, I think going with a DT(A)360 or any version of the DT466 would be a much better choice than a 7.3L. Don't get me wrong, I think the 7.3L is a great engine and would be a major step up in power and performance over the Buick straight 8. The thing is, when you get on a hill you really want the torque of an inline engine. In order to climb hills with a V-type engine you have to keep the RPM's way up there while an inline engine can really lug down and still pull powerfully. Good luck on your project. Mark O. Winlock, WA | ||
| Tim Brandt (Timb)
Registered Member Username: Timb Post Number: 523 Registered: 10-2003 Posted From: 66.165.176.62 Rating: N/A |
Mark good point on the 12 V that I missed in his post above. My over the road Flxible Flxliner came from the factory 12 V and remains so. I have never felt it was a handicap in the last 3 years | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 888 Registered: 3-2007 Posted From: 71.53.153.91 Rating: N/A |
Us BUSNUTS are different people LOL Gomer | ||
| marvin pack (Gomer)
Registered Member Username: Gomer Post Number: 889 Registered: 3-2007 Posted From: 71.53.153.91 Rating: N/A |
Us BUSNUTS are different people and that is why we don't have schoolies.LOL Also we like to have our mind challenged with 24 volt instead of 12. Gomer | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 581 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Ok. Found a possible unit... It's a 7.3L non-turbo engine, not exactly sure of the transmission, I couldn't get under it to see... But it started and ran GREAT... We moved it around a bit and nothing obviously wrong. Some electronics are out of whack (it wouldn't start from the key, for instance)... but simple things or things I wouldn't carry over to the old Flx anyway... Smoked a bit on start, but cleared up right away... No smoke at idle once warmed and only a slight puff when the throttle was goosed... Which is what I expected. I've got a lead on a cummins unit, so I'm going to check into that one as well before I make the decision... But right now, the 7.3, complete with air system for $1k has the lead. -Mac | ||
| George Martinez (Foohorse)
Registered Member Username: Foohorse Post Number: 99 Registered: 1-2010 Posted From: 174.48.6.180 Rating: N/A |
Mac MAN why don't you run an ad on Hemming's Motor news or Ebay for the Buick straight eight before pulling it. | ||
| L James Jones Jr (Jamo)
Registered Member Username: Jamo Post Number: 148 Registered: 11-2007 Posted From: 24.59.114.207  Rating: N/A |
I've had a couple Ford E-Superduty former handicap shuttle buses for my construction business. A '94 w/non turbo 7.3 PowerStroke (single tire rear axle, 15 passenger, about 5 tons). My current is a '97 Turbo-Diesel 7.3 Powerstroke dually, 21 pass, a bit over 6 tons. The '97 would run circles around the non turbo 94, even with the additional weight & running gear. Not sure what that FLX weighs, but I'd be thinking turbo if I was going to all that trouble... Just my $.02 BTW: I hope the schoolie doesn't have the E4OD (auto w/OD)tranny like my E-350's. Can't seem to get 150,000 miles out of them. A bit weak for my app. I'd say... | ||
| Mark R. Obtinario (Cowlitzcoach)
Registered Member Username: Cowlitzcoach Post Number: 211 Registered: 4-2001 Posted From: 70.7.5.192 Rating: N/A |
I had three E-350 cut-away buses with the 7.3L/E4OD. Two had empty weights just under 10K and one was just under 11K empty. I would have been thrilled to get 50K let alone 150K out ot the transmissions. The furthest I ever got was 43K and the least was 12K. The E4OD just isn't up to heavy duty service. Any Allison would do a better job. | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 583 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Well, I'm still not sure what the transmission is, however.... the price is right for the bus, regardless of the transmission type... I'm suspecting it probably is the E4OD though... How can I confirm? He's asking $1000 for the bus, but I think he's interested in an older Onan genny I have... It needs reconditioning, but it's 12.5KW and it's a good unit... Also, does anyone know where I can get the physical schematics of the engine? Mount points, measurements, etc... I'd like to draw this all up in CAD and get everything drawn up for fabrication at the local welding shop. -Mac | ||
| Mark R. Obtinario (Cowlitzcoach)
Registered Member Username: Cowlitzcoach Post Number: 212 Registered: 4-2001 Posted From: 70.7.20.49 Rating: N/A |
If the bus chassis is a pre-1996 Ford it will most probably have the E4OD. If it is any vintage IHC chassis it will have an Allison. If it is an Allison there will be a builder's plate on the left side of the transmission with the model and serial number. | ||
| macgyver (91flyer)
Registered Member Username: 91flyer Post Number: 584 Registered: 11-2004 Posted From: 173.217.11.76 Rating: N/A |
Hey ya'll! Well, I've got a line on all the parts I need for my old Flx... The guy wants all of $700 for me to strip everything off the donor bus that I need... He's going to scrap the rest.... So, this gets me the engine, transmission, axles, tires, rims, brake system, everything... Basically, all that'll be left when I'm done is the chassis shell. Pretty sweet deal I think... The 7.3 engine isn't turbo charged, but that's probably just as well.. More (expensive) parts to fix when they inevitably fail... And boy, those turbos really know how to blow when they go too... o.O The funny thing is... Once I started telling this fellow what I had, and what I was doing... He became interested and came to look at my old girl... Now he's thinking about taking her off my hands... I told him I'd take no less than $8000 for her... I'm honestly not too keen on letting her go, but... for that price, I can get another 4905, MCI or (probably not) an Eagle shell... Deals are coming up on Craigslist all the time, so... we'll see... I told him I'd give him a couple of weeks to decide... Funny thing is, I'd just looked around on CL for buses, just for kicks... Actually found a really nice 4905 for only $5k... *shrugs* I honestly don't think this guy is going to take the Flx, but that's fine... I really don't want to sell... And $700 for everything I need to get her going with new parts (plus whatever fabrication needs doing)... Well, it's hard to pass that up! Cheers! -Mac | ||
| George Martinez (Foohorse)
Registered Member Username: Foohorse Post Number: 126 Registered: 1-2010 Posted From: 174.48.6.180 Rating: N/A |
Wow congrats buddy, this deal sounds sweet for you either way it goes. nicely done |
