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Old 09-08-2016, 07:18 PM   #11
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Join Date: Mar 2011
Location: Houston, Texas
Posts: 4,801
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
You can get close to 1,000 hp out of a Cummins 4BT...but figure on it lasting maybe one or two "pulls".
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Old 09-09-2016, 12:29 AM   #12
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Join Date: Mar 2015
Location: Statesville, North Carolina
Posts: 427
Year: 1993
Chassis: Thomas
Engine: International Navistar DT360
Rated Cap: 60
where are you located?
i'd personally recommend the 444, even though I have a 360. I'm officially a fan of IH.

Might be worth waiting for an auction with more to choose from.
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Old 09-09-2016, 01:25 AM   #13
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Join Date: Aug 2016
Location: Olympia, WA
Posts: 82
Year: 2004
Coachwork: Collins
Chassis: E450 Ferd
Engine: 6.0L Diesel
Rated Cap: 20 window lickin Jeffies
Quote:
Originally Posted by EastCoastCB View Post
Don't buy the 6.0 unless you have thousands of dollars reserved for repairs AND upgrades.
I'd take a cat any day over a 6.0.
...unless you get one that is has not yet failed and you wanna DIY. A good runner needs the EGR deleted, the oil cooler rebuilt, a stronger "blue" spring in the fuel pressure regulator, a new radiator cap, a strait thru muffler (like a Walker BTM) and a custom tune from Jodi at DP Tuner. Aforementioned parts can be had for less than $250 and the "daily driver" tune from Jodi is $450.

Installation is another story. I'm in the process of it now. My 6.0L bus is like 15 gallons of sh!t in a 5 gallon pail under the hood. Here is how my day ended this evening:



As an aside: I have an F350 w/ 7.3L. It has the aforementioned muffler, a paper coffee-can sized intake filter, and a 80hp tune from DP Tuner that Jodi made for me. I specified trans shift and converter lockup speeds and behavior. The difference after installing this tune was YUGE! Engine much smoother, almost too responsive, shifting is crisp but not harsh, the converter works the way it should, and it GOES. The truck is now optimized for driveability, rather than to satisfy the weasels at the EPA

If Jodi can make a similar improvement to the 6.0L in this bus, which he says he can...I'll be a happy camper.
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Old 09-09-2016, 01:47 AM   #14
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Join Date: May 2016
Location: Georgia
Posts: 461
Year: 1987
Coachwork: Carpenter
Chassis: IH
Engine: IH 9 Liter
Rated Cap: 66 + driver
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Originally Posted by American View Post
Is it fair to say. The IH engines are fairly reliable if I have enough money at the auction block...if I don't I think the next best thing is the 6.0's. There are a bunch to auction so I might could get one for pennies. I'd rather just find a fairly reliable engine but my pennies are tight. Thank you for responding. I wasn't aware of the 7.3 and the Dt466 and the T444 being in the same family.
The DT360, DT408, DT466 and DT530 are all straight-6 design engines, usually generating more torque than their V-8 counterparts.

The 7.3 and T444 are V8's and are essentially the same engine, the former typically found in Fords, the latter in IH chassis.

Older IH buses ('80-'87) might have the IH 9 liter engine (as mine does) which was retired at the end of '87 when it could not meet emissions coming into effect for '88. The IH/Ford 6.9 couldn't do it either, when both were replaced by the 7.3
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Old 09-09-2016, 05:35 AM   #15
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Location: US of the A
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I am so thankful for everyone's help and generosity with their information. I truly looks like it might be a complete toss up and a need for The LORD to step in and clue me to which direction I should go. That cluster that Goatherder is in right now does not look like anything I'm interested in getting into. Thank you for sharing.

One thing about the future 6.0's is it seems like you have to "love" on them to get any decent life out of them. I wonder if I can get one for less than $1,000 and just run it in the ground until I find something a little more manageable? I don't really think that is a great solution.
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Old 09-09-2016, 05:50 AM   #16
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Join Date: Sep 2014
Location: Eustis FLORIDA
Posts: 6,472
Year: 1992
Coachwork: Ward/AmTran
Chassis: International
Engine: dt466
Rated Cap: 78
Quote:
Originally Posted by American View Post
I am so thankful for everyone's help and generosity with their information. I truly looks like it might be a complete toss up and a need for The LORD to step in and clue me to which direction I should go. That cluster that Goatherder is in right now does not look like anything I'm interested in getting into. Thank you for sharing.

One thing about the future 6.0's is it seems like you have to "love" on them to get any decent life out of them. I wonder if I can get one for less than $1,000 and just run it in the ground until I find something a little more manageable? I don't really think that is a great solution.
Seems like one only one in four I see at the auctions with 6.0's is running.

If you want something HOLY, well- Jesus is running a 6.9 with turbo and brownie box.
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Old 09-09-2016, 10:23 AM   #17
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Join Date: May 2009
Location: Columbus Ohio
Posts: 3,396
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
Quote:
Originally Posted by Goatherder View Post
...unless you get one that is has not yet failed and you wanna DIY. A good runner needs the EGR deleted, the oil cooler rebuilt, a stronger "blue" spring in the fuel pressure regulator, a new radiator cap, a strait thru muffler (like a Walker BTM) and a custom tune from Jodi at DP Tuner. Aforementioned parts can be had for less than $250 and the "daily driver" tune from Jodi is $450.

Installation is another story. I'm in the process of it now. My 6.0L bus is like 15 gallons of sh!t in a 5 gallon pail under the hood. Here is how my day ended this evening:



As an aside: I have an F350 w/ 7.3L. It has the aforementioned muffler, a paper coffee-can sized intake filter, and a 80hp tune from DP Tuner that Jodi made for me. I specified trans shift and converter lockup speeds and behavior. The difference after installing this tune was YUGE! Engine much smoother, almost too responsive, shifting is crisp but not harsh, the converter works the way it should, and it GOES. The truck is now optimized for driveability, rather than to satisfy the weasels at the EPA

If Jodi can make a similar improvement to the 6.0L in this bus, which he says he can...I'll be a happy camper.
and dont forget the head bolt studs...
-Christopher
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Old 09-09-2016, 10:26 AM   #18
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 3,396
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
Quote:
Originally Posted by American View Post
I am so thankful for everyone's help and generosity with their information. I truly looks like it might be a complete toss up and a need for The LORD to step in and clue me to which direction I should go. That cluster that Goatherder is in right now does not look like anything I'm interested in getting into. Thank you for sharing.

One thing about the future 6.0's is it seems like you have to "love" on them to get any decent life out of them. I wonder if I can get one for less than $1,000 and just run it in the ground until I find something a little more manageable? I don't really think that is a great solution.
depending on what breaks on the 6.0 it very well might just leave you stopped rather than slowly die.. esp if you pop a head gasket which was one if its issues..

-Christopher
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Old 09-09-2016, 10:31 AM   #19
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Join Date: Mar 2011
Location: Houston, Texas
Posts: 4,801
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
Without a doubt the only way to truly "bulletproof" a 6.0...is to replace it with a 466 or Cummins.
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Old 09-09-2016, 11:01 AM   #20
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 3,396
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
ive seen some last a long time after the updates... my personal opinion though isnt to delete EGR but to put an updated system in so EGR works correctly... then again on all my old chevies the first thing i did was delete all the emissions BS...

I venture to say in a mini-bus its gonna be tough to shoehorn a 466 in there... a 4BT maybe? a 7.3 might be easier since the trucks at least came with those at one point..

-Christopher
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