Quote:
Originally Posted by cowlitzcoach
Electronics started showing up in some buses as early as 1995.
Most buses, regardless of type or fuel, became fully electronic in about 2000/2001.
Multiplexing started in the Thomas C2 in 2004. Most other buses started multiplexing soon after.
Emissions started in 2003 with full emissions starting in 2007.
Electronically controlled engines have a lot of neat features that tend to make the engines and transmissions work much more efficiently resulting in better fuel mileage even with higher HP.
If you are not into electronics or if you don't know how to use the electronic diagnostic tools then you would be best advised to find a bus with minimal electronics.
If you are a techno geek and really like playing with vehicle electronics then a newer bus with all the bells and whistles would be a great choice for you.
Regardless, you want to stay away from the smogged diesel engines that are newer than 2007. Whether it used EGR like the IHC engines or after treatment like the Cummins the basic problem with them is much like the problems we ran into with the smogged gas engines of the mid-'70's. It wasn't until several years later that the smogging had been developed to the point where it worked and didn't kill the engines. I think the 2016 and newer buses that use after treatment and not EGR are actually better.
|
*THIS*.
there were a couple engines.. actually one ion particular that were a problem child.. the VT-365 (also known as the ford powerstroke 6.0).. hasd a lot of issues early on.. in the navistar you'll see this show up in busses 2004-2007 (maybe some 08s that had 07 chassis's).. the first couple years of it were very failure prone... the fords 6.0 was worse than the navistar version (VT-365).. but even the VT had its share of issues related to EGR / EGR cooler and oil cooling..
FYI - the talk of ford and navistar together is that Navistar (international) built the engines that ford used as Powerstrokes up until the current ford 6.7 came out..
the oil / EGR cooling issues with the VT-365 could result in Overheated Oil.. running that engine at a heavy load and reaching oil temperature of 260 degrees could cause plastc parts (yep plastic pieces in an engine).. to melt.. its not even a rebuild at this point.. and it only takes one overheat event like that to ruin it..
Personally im a Techie guy and a mechanical guy.. one of my busses is a DT-360 (all mechanical) and the other is a T-444E(electronic).. I love messing with both of them.. the electronics dont scare me.. in fact to me they are useful as I can see whats going on inside my engine via the computers.... I also own the tools to work on this stuff..
its a bit of a trade-off... the older the bus the more simple the mechanicals / electricals, but its perhaps harder to find parts for and the likeliehood of more rust or body damage.. suspension is usually a bit rougher in an older bus.. may need some work but is still all mechanical.. (no ABS sensors etc)
the newer the bus the more complex the drivetrain but often the better shape the body is in...
if you are better at metal fab / interior, exterior build / welding, etc then you go for the mechanical older bus..
if you are better at electricals / engines / etc and less at body fab then the newer bus may be for you...
im the latter.. body work eludes me, always has.. but im not afraid to tear an engine or transmission to pieces and not bothered to go after electrical demons or troubleshoot ECM ISSUES..
-Christopher