Some of you may recall that I am, at a snails pace, converting a NOS rebuilt 8V-71T industrial engine to suit my 1980 MCI MC-5C. I finished the exhaust and intake manifold fabrication and turbo mounting the other day and thought some of you might like to see pictures.
First the engine as it came with the factory turbo install at the back, where the compressor mounts on the MCI. You can see the bell-housing is the wrong size, the flywheel is wrong and there are no accessory drives, so the project consisted of changing everything on the back of the engine, and the front too, to get the MCI motor mounts in place.
This shows the modified intake on top of the blower to put the air intake towards the drivers side, and to allow the MCI governor controls to fit (they aren't on yet, but they are a plate that mounts the air cylinders, the throttle cable, etc)
Also the joint between the manifold from the passenger side bank that comes over the top of the front of the engine to the driver's side, and the turbo mounting.
Here is a closer shot of the turbo pressure side feeding the intake manifold on the blower, and you can see the vee-band clamps that I added so that the whole system comes on and off in a few seconds. finally the back of the engine for those who haven't seen the back of an MCI MC-5C configuration. You can see the power steering pump lower left position, the compressor laid over at a 75 degree angle to fit under the rear seats, and the Delco DN50 oil cooled alternator with the four belt drive pulley in the right cam drive position.
That is lookin' good! I'll be following this project as it's a dream of mine to do the same thing one day. I might change my mind after I swap out our current 8V71N for a rebuilt one. Nah, I'll still be dreamin'. ;D
Brian, have you considered ground hopping the engine before the install to make certain all is well? Nice job on the turbo install ;)
Van
I am of two minds about that, but I probably will at the end of the day. Just run it for a second, make sure it stops...
Brian
Paul, your Eagle would be nothing compared to Brian's MCI he had a plate full LOL but hung in there and got it done nice work he has done.
That change is nothing easy bet you a cold he never excepted that much work either lucky for him he has a belt driven alternator or he would still be there changing parts over for the gear driven alternator.
Wonder how his time management worked for him on that deal my thinking is he is a little behind schedule lol
Paul while we are on the subject make sure you get all the piping from Mike for the replacement engine it is a little different than the truck engine you have now, in the compressor and exhaust area it has the Eagle setup
good luck
Yup! I will with our next engine (a 8-92), It was regular practice when I was back in the service. When every thing is a GO! then the installation can proceed with full confidence :). It would have saved me quite a bit of anguish during my last install, not to mention some fuel :'( >:( Good luck, looking good thus far ;)
Van :)
What Van you don't trust your work or is it me :D ;) and you never know we may hit the lotto and get 2 lots(8) of the 8v92's from Hooks they don't screw those up like the 71 series Cole is going to check the lot numbers for Don and I if we get lucky you and Don have a trip to Texas LOL
good luck
Ah Ha! You know me ;D ;D It's what drives my tenacity with big equipment ;) Still waiting for the money to fall from the heavens and the oil to flow like wine. So far it's been like a peeled golf ball in a pot of scolding hot water, or like shooting fish in a barrel with a spit ball! ;) ;D
Clifford, I added the picture of the back of the engine just for you, since you hate MCI's setup so much... ;D
The work was actually easy and straightforward. Except for the weight of everything, you need a hoist for the flywheel, the bell-housing, etc. The biggest delays were mostly taking weeks off to drive to Nova Scotia and back to my new house three times, taking weeks to get clutch parts shipped in to rebuild the clutch, taking weeks to clean the old stuff - the bell-housing took at least 30 hours of work to get clean enough to paint all by itself. But taking the engine apart and putting it back together was really kind of fun. Installing the jake brakes, running the rack, adjusting the bridges, timing the gear train - all straightforward stuff if you think about it for a bit before you actually do it... Building the hoist to lift the engine with, building the dolly to roll it around on, and building the engine stands so the engine that isn't on the dolly has something to sit on. A lot of fabricating and fairly heavy welding went on that took a lot of time as well
I'm glad you think I've done a decent job.
Brian
Brian, I cannot tell from the photos but were is your bellows or expansion pipe ? for the turbo
good luck
I don't have one in there yet. The people who I was working with to get the exhaust components don't recommend one in the exhaust hot side to the turbo, and the original installation of the turbo didn't have one. I know that there is often one in stock turbo installs on bus motors. What do you think? Where would you put one, and why? Appreciate you asking that question, I am still wondering about it. The tubing is all 3", btw, same as the stock installation. On the bus engines with turbo's that have an expansion joint, it seems that they are always on one side feeding a central top-mounted turbl, and I wasn't sure if it was to accomodate heat expansion, or just to have some wiggle so the pipes fit together easier on install.
Brian
Brian-as luvrbus stated-you need probably two exhaust billows, or else the pipe will most likely crack (and if it cracks at the turbo-REALLY expensive). I would suggest the first billow to replace the horizontal pipe between the turbo and the Y. The second should be on the top horizontal pipe on the cross over. They are expensive-but not as expensive as a cracked turbo or manifold. Good Luck, TomC
OK, that is what I was thinking too, actually. Logically it would seem that they are for heat expansion, and a turbo exhaust would run a lot hotter than a NA exhaust pipe. I have found a source of pressure rated bellows, i will price them out. I have room to put them in both places.
edit - Holy Gadzooks, Batman - $200 each! they must be something special...
Brian
Brian, I really think you can get by with just one on the crossover myself you have added so much more length in pipe to your system from the original setup you do need something 2 may be your best bet. Tell me if you find a buy I have been paying 105 bucks for the blanks 18in long 10 inches of bellows 4 inches of plain pipe on each end for welding, fwiw I prefer the mesh type best over the bellows
good luck
Clifford and Tom, I found these that seem to be rated for turbo use, I am local to them so I can call their tech line and ask. Is this the sort of thing you would use? There are lots of the braided ones that are for the down pipe only, not pre-turbo. http://vibrantperformance.com/catalog/product_info.php?cPath=1022_1064_1114&products_id=1013 (http://vibrantperformance.com/catalog/product_info.php?cPath=1022_1064_1114&products_id=1013)
It turns out I am registered as a distributor for one of their distributors, so i might be able to buy these wholesale. they are in Canada.
Brian
Why not look at a bellows pipe off a 8-71TA just cut to fit.
Clifford what would think?
Brian I believe they had the rubber "bellow" type hose with the coiled spring around it, but don't hold me to that either!
;D BK ;D
BTW, I may be interested in what you have found. One of our '05's is constantly blowing off one of the rubber ones and always being a major PIA for me & my drivers.
Of course said bus is right now @ the DD dealer 3rd week in a row for EGR valve problems and maybe some day they will get that fixed and it might cure the blowing off the turbo boot!