|
|
High amp breaker mount
|
|
|
Clutch slave cylinder
|
|
|
Shallow pan
|
|
|
Passenger seat base
|
|
|
The above photos represent some misc. work.
The left photo shows the new mount for the various breakers used in the high
amperage circuits. These were from the bus, but all of the other
wiring and components were removed and these were salvaged to serve the new
wiring layout.
The next photo shows the Volvo Truck slave cylinder
and fabricated bracket for the clutch. I installed all new clutch
components including a new Eaton "Easy Pedal" dual disk clutch. This
clutch should last forever in this application because it is only used to
start and stop the bus, plus the bus will see much lower loads and miles
than it would see in a commercial truck application.
Next came the installation of the shallow pan.
There are several parts that are needed to convert the deep sump pan to
shallow pan. I have all of the part numbers and other data needed to
make this conversion. Getting all of these parts identified was a real
challenge. Detroit Diesel folks get that "deer in the headlights look
when you ask them to look up a part without an engine serial number.
Luckily, several folks on the various bus boards got me started, and I
lucked out and found a Prevost bus at the dealer from which I could get a
that all elusive serial number. There are three shallow pans in the DD
diesel parts manual (when you can help the folks find them). The
prices from the least expensive to most expensive are different by $400!
It really pays to do some research.
Lastly, I have begun to build a very sturdy
co-pilot seat. Originally we had planned for the better half to ride
sitting on the couch. That was the way she liked it in our truck
conversion. However, she began to enjoy the co-pilot seat in the
motorhome we have been using while I work on the bus. So, we are
changing the interior layout before we ever got it in place. Guess
that is the time to make the changes.
|
|
Intake air tubing with rolled beads
|
|
|
Rolling beads in some of the tubing
|
|
|
Air to air tubing
|
|
|
Testing the coolant tubing
|
|
|
I had shown some of the various plumbing in
previous photo. I thought I should come back and add some detail.
First of all, any tubing that is under pressure should have a rolled bead.
This keeps the hose from pulling off the tube if the clamp should loosen up.
Granted, the pressures are less with diesel engines (as compared to
automotive gasoline engines), but it is just good practice to have beads in
the tubing, plus the bus OEM parts had beads. The photo on the left
shows the intake air tubes with beads. This is probably an overkill,
since they do not see pressure, but rolling the beads was so much fun, I got
carried away.
The second photo shows the bead roller I used.
I purchase it from Lowbuck Tools (http://www.lowbucktools.com/)
for about $200. That is a bit steep, but I can use it for some sheet
metal projects on some of my car projects.
The next photo shows the air to air tubing with the
beads. The last photo shows the upper and lower coolant tubes
configured with some end pieces so that they could be pressure tested.
I am fairly new to TIG welding, and it showed. I had several pin-hole
leaks that needed fixing.
|
|
OUCH!!
|
|
|
And another ouch (or two!)
|
|
|
Well, if you made it this far, you know that I have
been through a tremendous number of challenges. The most recent
mountain I had to climb was to get the two transmission computers "talking"
to the engine ECM so that all of the functions worked. As noted
previously, this involved fabricating two multi-wire looms, mounting several
transducers, and a lot of studying, tracing, and gnashing of teeth.
Well, on 11/4/05, the bus made its first 50 yard
dash with the new engine/transmission combination. This was done in
the yard to begin the testing process. I wanted to stay close to home,
because I had come back behind the hook twice and I really did not want to
have that kind of "fun" again. In this 50 yard dash, the clutch worked
great, and the transmission made the 2-3 shift just fine.
After that I began making laps around our
sub-division. This loop is about 2 miles of rather steep twisting
narrow road. Everything went very well. The transmission
controlled the engine and vice versa with no issues. The shift were
made very smoothly with no input from me. In the loop I am able to get
up the 7th gear, so the range change is taking place with no problems.
Driving this unit is very fun so far. once
you let the clutch out, the transmission goes through the gears very
quickly. You leave the throttle position unchanged, yet the engine
slows to break the torque and then drops the engine rpm to grab the next
gear and off you go. Almost like driving an automatic transmission
with 10 speeds!
Well, thing were going too
good. I began to hear a clicking noise that seemed to be getting
louder with each loop. I pulled all of the wheels and could find
nothing wrong. I finally got Pat and we made a loop. I had left
the engine cover/bed off so that I could hear any issues. I put here
by the engine opening and asked her to listen to the noise. When we
got back, she pointed in the direction. I thought NO WAY!. I
drained the rear end and found some tooth parts in the bottom.
It looks to me like there was a defect in one
tooth. At least I hope so. I did not "cowboy" the bus. I
can only hope that the rear end will not be the really weak link in the
chain. This same rear end and drop box was used by Eagle when the put
a series 60 in the last few buses they produced.
I built a temporary frame across the bus suspension
frame work and used it along with a come-along to remover and install the
drop box and rear end. Each process (removal and installation) was a
full day job. I had the rear end and drop box rebuilt by the best folks in
Denver.
As this is written (1/29/06) I have now installed
the drop box and rear end installed and the hubs fitted with new bearing
races. All new bearing were the order of the day for the total axle
assembly.
I am now ready to install the new
breaks and button up all of the conversion "loose ends". After that, I
need to finish making the interior fully FUNCTIONAL. If I don't run
into another major failure, we should be on the road in mid-February for a
couple of shake-down trips and then for a major trip to California so that
we can be vendors at the International FMCA convention.
I thought I would include a photo of my rather beat-up
hand that resulted from my last minute thrash to get the bus read for it's
maiden voyage.