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Old 06-01-2015, 10:05 PM   #491
Bus Crazy
 
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Join Date: May 2015
Location: Oklahoma aka "God's blind spot"
Posts: 1,709
Year: 1989
Coachwork: 1853FC International/Navistar
Chassis: 35' Retired Air Force Ambulance
Engine: DT466, MT643
Rated Cap: 6 souls and a driver
Quote:
Originally Posted by bansil View Post
I am on the other side of this electrically

Since you have a fresh canvas do 50 amp from the get go

it barely costs extra maybe $100

I can use 120V 15/20/30/50 and also 240V w/50 so more options better

you need an electrical box to hold breakers (same)
breakers (same limit to 15 amps)
wire (same limit to 15 amps) 12ga wire is safe to 20 amps
so once you have the box mounted and 15 amp circuits run you are golden

what is difference in 30 and 50 amp service?

30 amp you have 2 light bulbs a fridge and small ac on

50 amp you have outside lights on, disco ball going, fridge, blender, microwave ,rotisserie, 2 fans and 2 heaters or AC on...plus hot water...all on at same time!!!

Party Time!!!!, Excellent!!



Seriously for the extra $5 at site (that's what we see) it's worth it to be able to do what ever you want

And seriously except for having to get 50 amp cord 25 ft at $90 VS 25 ft 30amp cord at $35 difference of $55
and
an adapter 50 amp to 30 amp $20
and
a 30 amp to 15 amp adapter $15

now we have and extra $55 + $20 + $15 = $90 more you have every option out there for pole power

stuff inside bus is the same, same number of outlets (you can add more now ), same size and amount of wiring (you will use more with extra outlets now ) and the extra breakers...because you can

see how my thinking works?


Damn that's long
can you run a 220 AC/Heat split system unit on a conversion?
like this
Mini Split Heat Pump Ductless Air Conditioner w/ Mitsubishi Compressor
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Old 06-02-2015, 01:19 AM   #492
Skoolie
 
Join Date: Oct 2014
Location: Maple Ridge BC Canada
Posts: 191
Year: 1998
Coachwork: Blue Bird
Chassis: TC2000 Rear engine
Engine: Cummins 8.3; MD3060
Rated Cap: 84
Quote:
Originally Posted by aaronsb View Post
Fortunately I have a "stupid 'ol mechanical Cummins 8.3CTA" engine with a Bosch P7100 pump and 12 valves. The only electrical engine management bit is the fuel lever cutoff solenoid.

I suppose the throttle position sensor counts too, but that's part of the transmission, thankfully.

It would be an awesome exercise to build a replacement computer for the allison gearbox on there. PWM driving the solenoid packs to select all the gears is all it's really doing.

The trick is writing software code that will never:

Crash or break the computer in a way that causes the gearbox to explode, lock up the rear tires and kill people.

Shift hard or cause unnecessary wear on the gearbox

Operate in some corner edge case that causes something like zero engine retard on descending a hill

And a million other things that would worry me greatly. In the end, at least with my vehicle the tires and wheels are tall enough to reach about 65 mph @ 1850 rpm, 63 mph @ 1800 rpm. I would love to have that 6th gear to get the engine rpm a little lower still, but the risks involved in creating a wiring bypass is too high for my comfort.

I'll keep searching for someone who can replace the program with one that allows 6th gear, for now.
My bus is as "stupid" as yours.. mechanical P pump. The transmission control is not really complicated in our case.

Here is a link to what I did with my truck torque converter lock a while ago see post #25 and after:

Manual Torque Converter Lock-up - Page 3 - DodgeForum.com

I used just speed sensor signal and ignored the rest. It works just the way I set it up since...

I do understand the whole transmission control box is a bit complicated, but to just add 6 gear is not a big deal at all.

I won't even touch the emission portion.

BTW you can buy some sort of fuel/power box for just about any vehicle and all this boxes change original emission setups. What about EGR delete kits?

Even our "stupid" engines can have different fuel pins and this will change emission for sure...
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Here is my conversion thread:
http://www.skoolie.net/forums/f11/98-bluebird-tc2000-conversion-2-feet-roof-raise-3-slideouts-9728.html
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Old 06-02-2015, 01:32 AM   #493
Skoolie
 
Join Date: Oct 2014
Location: Maple Ridge BC Canada
Posts: 191
Year: 1998
Coachwork: Blue Bird
Chassis: TC2000 Rear engine
Engine: Cummins 8.3; MD3060
Rated Cap: 84
Quote:
Originally Posted by aaronsb View Post
Looks like I'll be making a phone call tomorrow.
Cool, please keep us updated....

We all know the reason we want 6 gear unlocked.... better mpg's, lower engine rpm's at cruiser speed, etc, which all make our RV more environmentally friendly....
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Here is my conversion thread:
http://www.skoolie.net/forums/f11/98-bluebird-tc2000-conversion-2-feet-roof-raise-3-slideouts-9728.html
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Old 06-02-2015, 10:00 PM   #494
Skoolie
 
Join Date: Aug 2014
Posts: 123
Coachwork: -
Chassis: -
Engine: -
I understand that EGR is a readheaded stepchild - mostly...

However you guys might want to have a look through everything this guy posted about EGR:

AutoSpeed - Technology, Efficiency, Performance

...just type in EGR under Search....

If properly "modified" - EGR becomes quite an efficiency tool!

Cheers,

thjakits
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Old 07-03-2015, 08:08 PM   #495
Site Team
 
Join Date: Jul 2014
Posts: 648
Year: 1998
Coachwork: Bluebird
Chassis: TC2000 RE
Engine: 8.3l Cummins
Rated Cap: 78
I'm still alive, we are getting our house ready for sale, at which point I will continue work on the bus. Hopefully with a little cash infusion to make things awesome.

We got some beauty bark today.
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Old 07-06-2015, 08:08 PM   #496
Bus Nut
 
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Join Date: Aug 2013
Posts: 379
Year: 1995
Engine: DT408
Was wondering where you were. Looking forward to watching your progress.
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Old 07-07-2015, 05:50 PM   #497
Site Team
 
Join Date: Jul 2014
Posts: 648
Year: 1998
Coachwork: Bluebird
Chassis: TC2000 RE
Engine: 8.3l Cummins
Rated Cap: 78
I hope that perhaps the housing market will fund some necessary bus-related projects.

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Old 08-02-2015, 10:56 PM   #498
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Join Date: Jul 2014
Posts: 648
Year: 1998
Coachwork: Bluebird
Chassis: TC2000 RE
Engine: 8.3l Cummins
Rated Cap: 78
Goes faster than expected?

So I was driving on the highway yesterday...

It's hard to see the tach needle with the sunlight shining on it, but its indicating about 1700-1800 rpm there.

Moving down the road at 67ish, it seems a little faster than expected for a 5.39:1 rear end. Any thoughts?

Maybe the district that owned the bus couldn't get 6th overdrive unlocked either and changes out the r&p?

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Old 08-02-2015, 11:05 PM   #499
Bus Geek
 
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Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 6,178
Year: 1992
Coachwork: Ward/AmTran
Chassis: International
Engine: dt466
Rated Cap: 78
Show off...

That's pretty awesome, man.
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Old 08-02-2015, 11:34 PM   #500
Bus Geek
 
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Join Date: Mar 2011
Location: Houston, Texas
Posts: 4,591
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
Did not go back to see what engine you have, but 17-1800 is the "Sweet Spot" for 4 & 6 cylinder Cummins (along with many other diesels). Does not get much better than highway speed in that range.
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