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Old 08-22-2015, 08:50 PM   #71
Skoolie
 
Join Date: Aug 2015
Location: Oregon
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Year: 1984
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Chassis: S1700
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Haha, yeah, no, that's just because...no reason but yeah there's a Wordpress site I had a friend make for me
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Old 08-22-2015, 11:15 PM   #72
Bus Geek
 
Join Date: Aug 2011
Location: Stony Plain Alberta Canada
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Year: 1992
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Chassis: TC2000 FE
Engine: 190hp 5.9 Cummins
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If they are not posted here, many folks myself included will not bother looking for them.

So far I see a thread full of text, nothing else.

Nat
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Old 08-22-2015, 11:40 PM   #73
Skoolie
 
Join Date: Aug 2015
Location: Oregon
Posts: 156
Year: 1984
Coachwork: International Harvester
Chassis: S1700
Engine: 6.9l IDI
Rated Cap: 27 (adults)
And that's just fine, anyone interested in seeing pictures of the brownie installation process can choose to look, or not, that choice is yours, but really doesn't bother me much. ;) I will keep this updated on progress over the next two weeks and will be sure to post some links to videos etc. of the final product in action for those who are interested. Best wishes
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Old 08-28-2015, 02:16 AM   #74
Skoolie
 
Join Date: Aug 2015
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Coachwork: International Harvester
Chassis: S1700
Engine: 6.9l IDI
Rated Cap: 27 (adults)
After some rearranging of the airlines going to the rear brakes the transmission fits perfectly, nestled between the frame rails, I found that older ford engine mounts are identical to the worn out mounting bushings I had to replace. At this point I am waiting for my drive shaft!! Now to mount the linkage. Dun dun dun
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Old 08-28-2015, 02:16 AM   #75
Skoolie
 
Join Date: Aug 2015
Location: Oregon
Posts: 156
Year: 1984
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Chassis: S1700
Engine: 6.9l IDI
Rated Cap: 27 (adults)
Famousinternetjesus.wordpress.com
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Old 08-28-2015, 10:28 AM   #76
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Join Date: May 2014
Location: West Ohio
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Engine: 6.9 International
Rated Cap: 65
Quote:
Originally Posted by nat_ster View Post

That 6.9 is one of the worst engines you could have picked.

Nat
Oh please elaborate on this. And your experience that lead you to it.

Quote:
Originally Posted by Famousinternetjesus View Post
Famousinternetjesus.wordpress.com
Kudos man! One bit of advice, I'd change the torque converter to something really low stall wise to use. A low stall torque converter (1200 Rpm) will act like a lockup converter when you're in overdrive. It won't have the efficiency but it will be better then what you have.
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Old 08-28-2015, 10:55 AM   #77
Bus Geek
 
Join Date: Aug 2011
Location: Stony Plain Alberta Canada
Posts: 2,939
Year: 1992
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Chassis: TC2000 FE
Engine: 190hp 5.9 Cummins
Rated Cap: 72
Quote:
Originally Posted by Booyah45828 View Post
Oh please elaborate on this. And your experience that lead you to it.
Diesel engines should be inline 6, not V8.

Nat
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Old 08-28-2015, 11:34 AM   #78
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Location: Montana
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Year: 1995
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Chassis: All-American R/E
Engine: 8.3 Cummins
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Quote:
Originally Posted by nat_ster View Post
Diesel engines should be inline 6, not V8.

Nat
All except for the 3408 and the V71's and the V92's. ;)
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Old 08-28-2015, 01:54 PM   #79
Skoolie
 
Join Date: Aug 2015
Location: Oregon
Posts: 156
Year: 1984
Coachwork: International Harvester
Chassis: S1700
Engine: 6.9l IDI
Rated Cap: 27 (adults)
The 6bt is obviously a way better engine in every way but that's not what I have I have the bus I have and my modifications are all going to be within the bounds of its capabilities... And an engine swap is completely unnecessary and overly expensive for me... I don't
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Old 08-28-2015, 01:58 PM   #80
Skoolie
 
Join Date: Aug 2015
Location: Oregon
Posts: 156
Year: 1984
Coachwork: International Harvester
Chassis: S1700
Engine: 6.9l IDI
Rated Cap: 27 (adults)
Yeah I've looked into lower stall torque converters and it is something I am considering. right now i only plan on using overdrive at highway speeds, which I think should put me right around 1800-2000 rpms at 60-70 mph maybe I'm wrong (it's happened before) but I think that's right in the range that te stock converter is happy
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