Reply
 
Thread Tools Display Modes
 
Old 01-28-2018, 02:08 PM   #1
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Pad mount in place of J mount 5.9 ISB

Has anyone put a pad mount on the exhaust side of the motor there the alternator J mount is?
Or, are any of your motors already set up this way?

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 03:52 PM   #2
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by BennysTire View Post
Has anyone put a pad mount on the exhaust side of the motor there the alternator J mount is?
Or, are any of your motors already set up this way?

Sent from my E6883 using Tapatalk
Why? have one laying around??? Looks like too much work, to me.

I have a few left

http://www.skoolie.net/forums/f14/bo...uge-20498.html
Rusty is offline   Reply With Quote
Old 01-29-2018, 04:12 PM   #3
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Quote:
Originally Posted by Rusty View Post
Why? have one laying around??? Looks like too much work, to me.

I have a few left

http://www.skoolie.net/forums/f14/bo...uge-20498.html
Thanks for the offer. But that alternator is too small for my application. I want a pad mount. The alternator I am using IS available in both pad and J, but it puts a significant pull on the belt. I was hoping the mix of a more solid mount and a dampener pulley would help it out. Worst case I can do some sort of brace on the J mount...

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 04:54 PM   #4
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by BennysTire View Post
Thanks for the offer. But that alternator is too small for my application. I want a pad mount. The alternator I am using IS available in both pad and J, but it puts a significant pull on the belt. I was hoping the mix of a more solid mount and a dampener pulley would help it out. Worst case I can do some sort of brace on the J mount...
Bosch is 200 amps- which alternator are you going with? 40si? Not much room around back in this small motor.

I'd work about the pull on the bracket when loading that alternator, too. There is a cast bracket available, but not adjustable, IIRC. There are 2 sizes of J mount, differ at that outside bracket pad by .75 in or so.
Rusty is offline   Reply With Quote
Old 01-29-2018, 04:55 PM   #5
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
55si

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 05:03 PM   #6
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by BennysTire View Post
55si
430 amps@ 12v DC. Let me get my DC wire selection chart and see what sized cable I'd need.....


55si alternator/mobile welder

I like the Bosch as it produces majority of output at idle.
Rusty is offline   Reply With Quote
Old 01-29-2018, 05:05 PM   #7
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Quote:
Originally Posted by Rusty View Post
430 amps@ 12v DC. Let me get my DC wire selection chart and see what sized cable I'd need.....


55si alternator/mobile welder

I like the Bosch as it produces majority of output at idle.
My previous setups all were around 450A with duals. I run 4/0

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 05:08 PM   #8
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Man that thing is a beast. Found on firetrucks. and only $1900 lol.

Give adelmansco a call, he'll have a pull if you haven't sourced it yet.


Screen Shot 2018-01-29 at 4.04.13 PM.png
Rusty is offline   Reply With Quote
Old 01-29-2018, 05:10 PM   #9
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
I got mine brand new from a local shop for 1750

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 05:29 PM   #10
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by BennysTire View Post
I got mine brand new from a local shop for 1750
I KNOW you know what you are doing, but why so much juice? I realize it's your mobile shop, but wouldn't a little honda genny fit the bill? Elucidate me, please.

Air compressor? Those come in gas models. I'm stumped?
Rusty is offline   Reply With Quote
Old 01-29-2018, 05:43 PM   #11
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Previous builds utilized 6-7kw generators for the whole setup. It was JUST enough to power a 5hp 240V compressor, meaning I couldn't run any other equipment while the air was building.
The bus needed to remain running for heat and exterior lighting (all 12v)
Then I switched to inverter power. Ran all equipment EXCEPT the compressor. So the compressor ran off the generator alone. An improvement, because I didn't have to wait anymore.
Recently got a gas powered compressor and a smaller 120v compressor. Now I can run the 120v along with the other equipment simultaneously on inverter power. I only need to fire up the gas compressor to do larger truck tires that require higher volume air supply for 1" gun, etc.
I'm trying to reduce the number of engines running! For some jobs, I had bus, generator, and compressor all chugging along at once!

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 07:06 PM   #12
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
Quote:
Originally Posted by BennysTire View Post
Recently got a gas powered compressor and a smaller 120v compressor. Now I can run the 120v along with the other equipment simultaneously on inverter power. I only need to fire up the gas compressor to do larger truck tires that require higher volume air supply for 1" gun, etc.
I'm trying to reduce the number of engines running! For some jobs, I had bus, generator, and compressor all chugging along at once!
Thanks- I hear you. A lot of ways to skin the cat, you are looking for the least painful method. Time= $$$

I just hate all the mechanical energy waste. Diesel>alternator>compressor motor>air pump.

I was thinking about a PTO-driven compressor....

Screen Shot 2018-01-29 at 6.04.45 PM.png
Rusty is offline   Reply With Quote
Old 01-29-2018, 07:27 PM   #13
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Quote:
Originally Posted by Rusty View Post
Thanks- I hear you. A lot of ways to skin the cat, you are looking for the least painful method. Time= $$$

I just hate all the mechanical energy waste. Diesel>alternator>compressor motor>air pump.

I was thinking about a PTO-driven compressor....

Attachment 18730
Yeah, before I decided to stick with busses I was going to get an Isuzu NPR as I could have got a PTO driven rotary screw compressor AND generator.

I could put a PTO on the bus, but not (effectively) on an AT545. Yes, I know, swap out the trans since it's a dog anyways...

I use a bunch of electricity, both 12V and AC. So I'd need the whole PTO deal and still need a big alternator. My trade, by nature, produces a BUNCH of wasted energy. There's not too many ways around that fact without trading for time. And yes, time is $$$

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-29-2018, 09:00 PM   #14
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 12,621
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
the tu-flo 550 bendix is like a 13 cfm compressor... why not just add bigger aux air tanks on a protection valve past the brakes and use the onboard compressor? even pounding away with a 1 inch impact id think youd have enough air.. the governor cuts out at 120 , most air tools like 100 or less.. you can even set the governor to pull back in at 110 instead of 100...
maybe upgrade from an AD-4 to AD-9 air dryer if you dont already have the AD-9..
-Christopher
cadillackid is offline   Reply With Quote
Old 01-29-2018, 09:02 PM   #15
Traveling
 
Join Date: Nov 2015
Location: Midwest
Posts: 2,573
Year: 2003
Coachwork: BlueBird
Chassis: TC2000
Engine: 5.9L Cummins
Rated Cap: '00
I'm sure you've been through all the options.

What would be the downside of a nice HD ambulance/rescue ? Looks to check a lot of your boxes: It'd be wired for your safety lights, genny, PTOable big trans, storage, free sharps

Sold for $2500. zillion hours, but looks mean.

Screen Shot 2018-01-29 at 7.58.45 PM.jpg

ambul.jpg
Rusty is offline   Reply With Quote
Old 01-29-2018, 09:27 PM   #16
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Yeah, been down all those roads. Ambulance too small.
Air brake compressor not enough CFM or pressure.

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Old 01-30-2018, 10:06 AM   #17
Bus Geek
 
Tango's Avatar
 
Join Date: Mar 2011
Location: Houston, Texas
Posts: 8,462
Year: 1946
Coachwork: Chevrolet/Wayne
Chassis: 1- 1/2 ton
Engine: Cummins 4BT
Rated Cap: 15
Howdy Bud --- Just noticed you are looking for a pad mount for your alt. Not sure if this will fit your bill but it is what I used on my Cummins 4BT (was made for a 5.9 but fits). These guys can be hard to communicate with but the product was very well made. It mounts both an alt (mine is 250 amp) and an A/C compressor on a single custom pad.

https://duiser.com/


Tango is offline   Reply With Quote
Old 01-30-2018, 10:25 AM   #18
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 12,621
Year: 1991
Coachwork: Carpenter
Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
Quote:
Originally Posted by BennysTire View Post
Yeah, been down all those roads. Ambulance too small.
Air brake compressor not enough CFM or pressure.

Sent from my E6883 using Tapatalk
wow what kind of CFM and pressures do you need? I know you can turn up the governor safely to 140 off and 130 on. and not hurt anything in the brake system.. are there tires that need more than 120?

-Christopher
cadillackid is offline   Reply With Quote
Old 01-30-2018, 10:28 AM   #19
Bus Crazy
 
Join Date: Nov 2011
Location: Sault Ste. Marie, Ontario
Posts: 1,678
Year: 1997
Coachwork: Thomas
Chassis: B3800 Short bus
Engine: T444E
Rated Cap: 36
I noticed a sticker posted above the steer tires of a Greyhound bus the other day that read, "130 PSI". First time I've seen a recommendation for such a high pressure.
__________________
My build page: Armageddon - The Smell of Airborne Rust
jazty is offline   Reply With Quote
Old 01-30-2018, 10:34 AM   #20
Skoolie
 
BennysTire's Avatar
 
Join Date: Jan 2018
Location: Allenstown NH
Posts: 205
Year: 2000
Coachwork: Bluebird
Chassis: TC-1000
Engine: 5.9 Cummins 24v
Rated Cap: 39 Students
Quote:
Originally Posted by cadillackid View Post
wow what kind of CFM and pressures do you need? I know you can turn up the governor safely to 140 off and 130 on. and not hurt anything in the brake system.. are there tires that need more than 120?

-Christopher
Quote:
Originally Posted by jazty View Post
I noticed a sticker posted above the steer tires of a Greyhound bus the other day that read, "130 PSI". First time I've seen a recommendation for such a high pressure.
Typically 120 to 130 is the max on the tires I fill. But if the compressor is at 130 (or even 150) the last 20psi takes forever to fill, as the pressures are nearly equal. I usually run 180.

As far as CFM, around 30. 1" gun is thirsty, and I am usually airing up tires while changing another...

Sent from my E6883 using Tapatalk
BennysTire is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are Off
Pingbacks are Off
Refbacks are Off


» Featured Campgrounds

Reviews provided by

Powered by vBadvanced CMPS v3.2.3

All times are GMT -5. The time now is 02:23 PM.


Powered by vBulletin® Version 3.8.8 Beta 4
Copyright ©2000 - 2020, vBulletin Solutions, Inc.
×