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Old 05-07-2015, 01:15 PM   #11
Bus Geek
Join Date: Aug 2011
Location: Stony Plain Alberta Canada
Posts: 2,939
Year: 1992
Coachwork: Bluebird
Chassis: TC2000 FE
Engine: 190hp 5.9 Cummins
Rated Cap: 72
Originally Posted by nat_ster View Post

Cool looking bus. All the space of a flat nose, with better aerodynamics. It will also have a better ride, with less nose diving into every crack in the road like most flat nose buses do.

Is that a baby I see in your lady's belly?

Run that engine till it quits. Unless you plan on traveling a ton of miles, a swap will just add a ton of cost.

If you do plan on traveling a ton of miles, I'm in full support of a swap.

Anything will fit, if you have a welder and some imagination. I would look for a bus with a pre 1997 Cummins 8.3, or a DT466 and a MD3060 transmission. In any of the rust country area's, A rusted out bus with a good drive line can be found cheap. Or one that has had a bad collision and can no longer be fixed. They can go for scrap value.

Having the donor vehicle that the new engine transmission combo can be massive help and money saver when doing a swap. Many small pieces like hoses, wires, ect, and large things like rad, inter cooler, ect can add up.

There was a error in my post and I could not edit it due to the time thing.
"Don't argue with stupid people. They will just drag you down to their level, and beat you up with experience."

Patently waiting for the apocalypses to level the playing field in this physiological game of life commonly known as Civilization
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Old 05-07-2015, 09:13 PM   #12
New Member
Join Date: May 2015
Location: Midwest
Posts: 2
Year: 1990
Engine: 8.2 Liter Detroit Diesel
Yes, may lady is carrying a baby, a girl due at the end of June. We do plan on putting a lot of miles on our rig, but more importantly I want the power to go over the Rockies and make it home in one piece. There is not much wrong with the engine and transmission as it sits now. The transmissions was just rebuilt and the 8.2 (turbo version) seems to be running fine. The only problems we are dealing with at the moment are that the batteries (both bought this week) are being drained every night, even with our entire 12 volt system disconnected. Today I disconnected the power to our dash switches, leaving only the alternator and lights connected. I am hoping tomorrow when I return the batteries still have charge. Also I noticed there is a lot of oil on the undercarriage of the bus. Despite being an old diesel I think there may be a few issues to look into. One being the bell housing for the flywheel is missing some sort of small three inch by four inche"ish" cover. having never owned a vehicle like this I have yet to investigate all of the schematics ext. which is why it has remained parked. Also, while in park I have noticed that the duty cycle on the air breaks seems a bit high. I timed it 25 sec on and 35 sec rest. From what I have read so far, it should be no more that 25%

PS I plan on getting every mile out of the engine/tranny set up that I have before I swap, but it never hurts to be planning ahead
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Old 05-07-2015, 11:39 PM   #13
Bus Nut
Join Date: Oct 2011
Location: Snowflake, Arizona
Posts: 316
Year: 1996
Coachwork: Blue Bird
Chassis: All American Rear Engine
Engine: C-8.3-300 Cummins MD3060
Rated Cap: 40 Prisoners
An air leak will cause fast cycling of the compressor, also how long will the system
hold air pressure after you shut it down. One hour, one day, one week, one month.
This will help determine the severity of the leak. To find the leak you can spray
the fittings with soapy water and watch for bubbles or if it is severe enough you
can pinpoint it with a piece of hose held to your ear.
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Old 05-08-2015, 02:17 AM   #14
Join Date: Mar 2010
Location: Texas
Posts: 197
Year: 1997
Coachwork: AmTran
Chassis: Genesis
Engine: DT466
Rated Cap: 84
Never put a leaking/faulty compressed air line up next to your ear! That is just asking for trouble.
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Old 05-08-2015, 11:56 AM   #15
Bus Crazy
Elliot Naess's Avatar
Join Date: Oct 2005
Location: Clearlake, Northern California
Posts: 1,740
Year: 1992
Coachwork: Blue Bird
Chassis: TC-2000 Frt Eng, Tranny:MT643
Engine: 5,9 Cummins
Rated Cap: 84
He is talking about using a random length of hose as a stethoscope.

The system should not lose more than something like one pound per minute, by law. Preferably, it should not lose more than a handful pounds in a day.
Millicent The Bus - roof raised two feet, toy-hauler tailgate.
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Old 05-08-2015, 03:16 PM   #16
Bus Nut
Join Date: Jul 2011
Location: Winlcok, WA
Posts: 895
I had a really long very insightful post I put together with links to donor buses and all sorts of other great information.

But then I accidentally hit the wrong button and lost all of it.

Short answer on a power package swap, we have several buses in stock that would make great donors with prices under $5,000.00. Considering used engines that would work for you run in the $3,000.00-$6,000.00 range just for an engine that was taken out of something a $5,000.00 cost for a running donor vehicle isn't bad.

In regards to your dead battery situation, you need to determine when it started and when it happens.

If it started before you swapped batteries then the problem isn't battery related. If it started after you swapped batteries and you haven't done anything else then I would suspect the batteries.

Finding a short where all of the juice has been leaking out can be a daunting project but simple in execution. You need to turn every switch off and know it is off (I have drained more than one set of batteries because I thought off was in one position and it wasn't). Then go through each circuit to determine no juice is flowing--if you disconnect a circuit and the wire snaps at you the culprit is somewhere in that circuit.

If after eliminating every circuit I would then disconnect the main lead from the alternator to the battery. If it snaps at you then you may have a bad alternator.

Your bus is a Ward Patriot with a GM OEM supplied chassis. Your bus is a very heavy duty Type 'B' bus (service door behind the front axle and behind the driver). The chassis is not dissimilar to the GM OEM supplied chassis for Type 'C' buses that had GMC 6000 nameplates on the fenders/hood.

Contact me and lets talk about your power package swap options.

Good luck with the new family member!
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detroit diesel, enging swap

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