| Author | Message | ||
| Tah Rei MCI 9
Rating: N/A |
After blowing my 6v92 TA engine within 3 hours of owning my MCI 9, I've found some ambitious young lads to switch out my blown engine for a good used 6v92 TA. Their source is from an out of service transit bus. Questions: Are transit bus engines different from Mci 9 engines. If so should I be cautious about putting one in? They do have experience in swapping engines out in other buses but this would be a new experience. Are there some precautions I should consider when allowing them to change out engines. When choosing the right used engine. What are the most important aspects of finding the right one. What are the best way of testing the strength of the engine? Compression checks? Thank You for reading this Tah Rei | ||
| JimH Rating: N/A |
Don't feel bad -- some years ago I made a deposit on a 4905 -- then drove 2000 miles to inspect and drive home. Started it up -- ran about 10 minutes and the engine locked up! Don't know who was more suprised - me or the seller. Being a nice guy he immediately refunded my deposit and made me an offer on another bus that was REALLY outstanding. | ||
| RJ Long (Rjlong)
Rating: N/A |
The basic 6V92TA engine block is the same. . . BUT: In the transit bus application, how is the engine oriented? Is it a T-drive like the MCI, or is it sitting sideways, a V-drive like the GMCs? If it's a V-drive, there is a distinct possibility that it's a LH rotation engine. If you install it "as is" into your MCI, you'll have one speed forward and four speeds backwards. Probably not what you want, eh? If it's a T-drive like your MCI, you shouldn't have any problems, as all the T-drive applications are RH rotation powerplants. You will probably have to swap a few external components off the MCI's engine onto the donor motor, but that's minor. FWIW & HTH, RJ PD4106-2784 Fresno CA | ||
| Brian Brown (Blue_velvet)
Rating: N/A |
What RJ said... plus, Many transit authorities must retire busses with relatively new/ rebuilt motors in them. In today's market, the busses with good engines in them are worth much less than the engines themselves... go figure. So... it might be a good way to pick up a decent engine for cheap. If you're unable to run a compression test, a good metric is to get the thing real cold (< 40 deg.) and try to start it. If it fires up easily, check for lots of smoke. Tired engines will be tough to start when cold, and smoke like crazy when/ if they do. My old Fishbowl did that (just ask Paul Collyer  ). Could hardly start it below 50 deg... and then it took an act of God. OTOH, I just got back last night from a 1,600 mile trip to Iowa and back in our current bus. It was 40 degrees when I started her yesterday morning (and below freezing overnight). Without the block heater, she fired right up on the first crank, with almost no smoke. The difference between a tired dog and a runner will matter the most in the cold. If you can drive the transit, do so and check for smoke... white or grey more so than black. Monitor oil usage. Big puddles may just mean it idled too long recently OR it could mean bad oil rings. Speaking of oil, drain some and check for coolant in it (it'll be the first stuff to come out if it's there... then run, don't walk away if you see green). If you have the time, have the oil analyzed. Check the air filters to see how well it was maintained. And most importantly, be very, very cautious of someone that has a vested interest in selling a product or a service. Find someone impartial, hopefully someone with some 2-stroke DD experience. HTH, Brian Brown PD4106-1175 Longmont, CO | ||
| JR
Rating: N/A |
Swapping out MC9 engines is about as easy a swap as it gets in a coach. Everything is easy to access for R&R. The ancilliary components (turbo, exhaust, alternator, air compressor, oil and transmission coolers) will have to be swapped to match the MC9 config. As RJ says, be very careful with the engine purchase. I reckon your mechaninc friends understand that the whole cradle assembly, engine and transmission, comes out when removing an MC9 powerplant. Luke at US Coach recently had a 6V92TA for sale...don't know if it was a DDEC or MUI. JR | ||
| Mike (Busone)
Rating: N/A |
If the transit engine is DDEC you may have trouble getting a DD dealer to up the HP past 277. A lot of the people with DDEC transit buses are having problems with that. If it is a "T" drive bus you can always get an ECM out of a truck. | ||
| P Singleton Rating: N/A |
If the engine is in a transit bus it may have a lot of running time on it. In our shop we just changed the engine in a 1992 Orion. It was a ddec 6V92 and had just over 25000 hours engine run time on the ECM. The engine ran very well but failed oil analysis for metal contamination. So beware when you buy an engine from a city bus. | ||
| David Hartley (Drdave)
Rating: N/A |
If the transit engine sits sideways "V" drive it will not work in the MC9 as it could most likely be a left hand turning engine. If the transit is a "T" drive then it will work, you may have to change the turbo location and exhaust manifolds using your old engine for parts. | ||
| Mike Bonwill
Rating: N/A |
I have two 6V92TA Truck engines. Both still in GM trucks, both run strong. Both 350 HP. Will sell one or both at right price. You can hear both run. If you are interested call at 828-638-3538. Or email at bonwillm@yahoo.com | ||
| JR
Rating: N/A |
Regarding HP improvement of DDEC engines...DDEC 1 unit can be easily upgraded to approx 330 with an EPROM that is available from Luke...this simple performance fix also removes the 1800 rev limit, removes the road speed limit, and enables the cruise (already enabled in most DDEC 1s). It's my understanding that these are truck DDEC EPROMS and are standard fare for 6V92T highway trucks (not fire apparatus or marine). This primarily would affect the 87 year model ex-NJT MC9s with DDEC 1. No one would want to install a DDEC 1 system if it is not already in place. Outdated for sure..they work though. For those that have them, the HP is easily upped. Cost approx $100....self install. OTH, a DDEC 2 and up would make a worthwhile conversion. DDEC 2 and up can be improved by a DD dealer (DDEC 1 cannot), and they will remap for $1.00 per HP, starting at "0". Always at "0". 350 HP will cost about $350.00. As long as the program existed in OTR emission approved equipment, you shouldn't have a problem with installing those maps. Going above 350 HP with a 6V92 will result in all sorts of issues (non-compliant emissions, heating, early demise, etc), if you can find a dealer that will do the increase. Often marine and fire app have 400 plus HP...but the marine apps have the whole ocean for a radiator, and fire apps have very large cooling systems and are not operated for long distances. I have an NJT MC9, with a DDEC 1, and a "Barney" motor...works very well. Even with the lower HP. I bought one of the EPROMS, but have not installed it yet. I will before next season. NJT MC9s will become "gear-bound" at about 72 or so MPH. But good power up to that point is desirable. Maybe even pass someone one day. JR |