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Old 03-13-2021, 04:06 AM   #21
Join Date: Aug 2017
Location: San Jose, CA
Posts: 223
Year: 1981
Coachwork: Coachwork?
Chassis: International
Engine: CAT 3208 Marine Diesel
Arrow *Diesel generators only.

Originally Posted by Fastlane View Post
All of the above while generating electricity* whenever you want while your entire living space is kept at 70F 24/7.

... and unconstrained capacity for diesel heaters and electric generation* are gravy.
*Diesel generators only.

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Old 03-13-2021, 10:05 AM   #22
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Join Date: Sep 2019
Location: Bly Oregon
Posts: 284
Year: 1986
Coachwork: Crown
Chassis: Supercoach
Engine: Cummins 350 big cam
Rated Cap: 86 passengers?
A suggestion, keep in mind the extra stopping distance and possible change in handling from the extra weight. Just a thought.
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Old 03-14-2021, 07:48 PM   #23
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Join Date: Mar 2017
Location: iowa
Posts: 602
Year: 1998
Coachwork: bluebird
Chassis: chevy
Engine: 3116 catapillar
Rated Cap: formerly 71 now 2 or 4
The handling would improve with that much added weight in the lower 1/4 so like my truck with a load of steel plates it handles like a indy car ( if you have a decent motor)
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Old 03-14-2021, 11:34 PM   #24
Join Date: Sep 2013
Location: Virginia
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Originally Posted by mmoore6856 View Post
The handling would improve with that much added weight in the lower 1/4 so like my truck with a load of steel plates it handles like a indy car ( if you have a decent motor)
The science here being that, to a point, more weight on the tires helps traction, which can actually improve braking. A little more weight on the tires can help keep the wheels from locking up under hard braking, which can actually help braking distance.

And being able to cruise farther without stopping can improve fuel economy as well... Might actually see 1-2 mpg more if you're not having to stop every 300 miles.
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Old 03-15-2021, 04:17 AM   #25
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Join Date: May 2019
Location: Lebanon, Indiana
Posts: 825
Year: 2000
Coachwork: Winnebago
Chassis: Ford F53
Engine: Ford Triton V-10
Rated Cap: currently 2
These are both concepts easy the debate in their math but harder to gauge in real life. Yes weight helps with traction for more effective braking without locking up but it also means that there's more weight to bring to a stop and in this case it's liquid weight which continues to move in spite of the dynamics of the vehicle. Those of us here who have semi truck driving experience often draw on that as reference because it's an extreme version of the same principles at work for a school bus turned skoolie. That bus was designed for a maximum weight of X and the brakes scaled to meet that requirement but when it's empty the brakes are theoretically too effective and without ABS can lock up, increasing braking distance as well as being less controllable and therefore less safe. However, most skoolie builds replace the expected weight of students with interior construction and living comforts so you don't necessarily gain MORE effective braking by adding excessive volume tanks of fuel, water, etc. You do however gain mass that requires stopping dynamic physics and if not careful can inadvertently exceed the safe margins of gross vehicle weight and/or unbalance the rig if not conscientious about the locations of those tanks of moving fluid.

As for the fuel economy aspect, I'm skeptical that being able to go more than 250-300 miles between fuel-ups is going to improve fuel economy. If anything I think the opposite will prove to be the case in the real world that toting around all that excess weight when it's not required will actually have a slightly negative effect on fuel economy. I think I like the idea of having the capacity for long term boondocking but I don't think I'd keep the tanks topped up at all times. Now that the temps are above freezing in my region I've returned to my habit of only fueling one side of the semi because it'll equalize to both tanks anyways and I'm averaging 10.1mpg - which anyone with semi experience will attest is incredible in a big rig! My fuel economy dropped in the winter with more idling and anti-gel additives that have a little impact on economy but still in the high 9s. Most of that is the technology in modern trucks and along with that comes things like truck and trailer ABS as well as automatic central tire inflation to ensure I'm getting the absolute most efficiency and safety while reducing wear. These are things many of us here preach constantly because they add up to longer life, safer rigs and less breakdowns. The only caveat is it takes longer to realize these savings because most skoolies aren't achieving 100k miles a year but the savings are still there in the long term.
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Old 03-15-2021, 08:15 AM   #26
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Join Date: May 2009
Location: Columbus Ohio
Posts: 15,818
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
wow you guys and your 200 gallons of fuel.. must be nice to have room for fuel! my busses only have paltry 35 gallon tanks.. only place I have to add tanks would be behind my axles and im concerned about horrible weight distrbution and swaying if I add weight back there.
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Old 11-16-2021, 08:17 AM   #27
Join Date: Aug 2017
Location: San Jose, CA
Posts: 223
Year: 1981
Coachwork: Coachwork?
Chassis: International
Engine: CAT 3208 Marine Diesel
If I already had my aux tanks and income I would be staying full right now, as 100+ container ships linger for their turn at the Ports of LA and Long Beach.

Not that I want to be driving where people are starving and cold, because food and fuel stopped flowing to grocery stores and gas stations. If the western grid went down, 1000 miles of range would allow nonstop driving in the first 48 hours before the government mobilized their forces to potentially blockade roads to try and contain the hordes.

I like that my idea doesn’t sound so crazy now.
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Old 11-16-2021, 08:44 AM   #28
Bus Geek
Join Date: May 2014
Location: West Ohio
Posts: 2,657
Year: 1984
Coachwork: Bluebird
Chassis: International 1753
Engine: 6.9 International
Rated Cap: 65
Something I didn't see mentioned is axle capacity.

A lot of FE buses are already heavy on the front axle, and adding another 2k lbs of fuel capacity needs to take that into account. Especially if one is already converted. I know my conventional nosed bus has a small 7k lb front axle, and I'll assume that I'd be over weight if I added any additional fuel capacity or weight ahead of the rear axle.
My build: The Silver Bullet
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Old 11-16-2021, 12:25 PM   #29
Join Date: Jun 2021
Location: Baja often, Oregon frequently
Posts: 206
Year: 1996
Coachwork: Our hot little hands...
Chassis: Ford CF8000 ExpeditionVehicle
Engine: Cummins 505ci mechanical
Our rig -- 1996 Ford CF8000 commercial truck converted to our concept of an ExpeditionVehicle.
Cummins 505ci mechanical, Allison 3060.
Across the scale loaded, our 12k front axle carries 8k, our 17k rear-axle carries 6k.
Weighing 14k on a 29,000# GVWR gives a nice seven-ton margin for cargo.
2003, it came to us with a factory-installed 50-gallon fuel-tank.
I immediately went to Anderson Brothers heavy-truck dismantlers in Eugene, Oregon.
They had/have piles of dozens of fuel-tanks, some rectangular steel, some tubular aluminum.
After measuring my empty frame for a potential 'saddle' tank, I dug a 140-gallon tubular out of the random tossed piles.
I foraged through their accompanying brackets, looking for 'high-n-tight', my way of keeping the tank from rubbing branches on rough tracks... or grounding against stumps or boulders.
Our saddle-tank is 22" by about 72" +/-.
I plumbed a 12vdc transfer pump engineered for farmers/ranchers for their bed-mounted transfer-tanks to fuel equipment in the field -- operated through a relay from an unused switch spot on the dash -- to shift fuel from the saddle-tank to the main.
Also at Anderson Brothers, I foraged a Racor fuel-filter housing from a wrecked semi-tractor.
This version is capable of mounting different size cartridges based on gallons-per-hour.
At the local-owned family-operated truck-parts store, I chose the medium-large cartridge (the biggest Racor cartridge is probably sixteen inches (16") long, our cartridge is a tenner. And 'yes', we carry a fresh spare.).
But... wait!, there is more!
After about a decade full-time live-aboard, I fabricated a toy-hauler from a similar commercial chassis.
On the frame of the goose-neck 'poop-deck' platform, I mounted an additional 120-gallon tank.
Fifty plus one-forty plus one-twenty.
In theory, Anchorage-to-Acapulco.
I concur about not fueling in California.
Not registered to vote there, we did not get the opportunity to vote against over a dollar in excise taxes (plus purchase taxes -- a tax on a tax...).
Any of our travel through California is a sprint to get elseplace, we receive little benefit from paying their bureaucrat retirement for them.
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fuel, interstate, interstate rules, legal, legal limit

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