I've searched the site and have not been able to find the answers I've been looking for. I'm sure this has probably been brought up many times so I'll apologize for covering old ground to start out. I'm finally able to get back to working on the bus and the engine swap is next. I have a rebuilt 8V92 in truck configuration and I'm wondering if my oil coolers from the 71 will fit? My other main concern it the front mount, rear on the bus, will interchange? I believe I have a flywheel housing that will work and I know I need a different pan and pickup. A good source for the needed parts would be of great help and any other insights into doing this swap would be greatly appreciated. I already have the 102 rads installed and the smaller blower pulley. Along with the larger squirrel cages. Thanks in advance for your help.
I put a military engine in my bus and went through some of the same "how do you make it fit" issues. Here is my write-up, hope it helps, ask any question you might have after you read it.
http://www.busconversions.com/bbs/index.php?topic=21836.0 (http://www.busconversions.com/bbs/index.php?topic=21836.0)
I frankly can't believe I wrote that up almost three years ago and not one person has found it worthy of a simple comment. Pisses me off.
Brian
Is the 8V71 the same fit/size as the 8V92? Inquiring minds want to know.
The front mount will not work,the double oil cooler will work and Brain knows the rest of the story ;D I have the bus pan for a 92 series, it's best since you have a truck engine to use the front mount and fab you a cross member. Unless you can find a new governor housing for a MCI one from a 71 won't work because on the 8v92 the cam goes through the governor housing the bell housing has to be from a 8v92 the 71 series will work on a 6v92 but not on the 8v92 plenty of work ahead for you
The short version of my story is you take the engine out of the bus, the engine out of the truck, stand them side by side and take off all the not-bus stuff off the truck engine and install all the bus stuff on it from the bus engine. Harder and easier than it sounds...
Brian
You do know the 8v92 has to be mounted towards the front of the bus 2 inches to make the belts line up for the blower fans unless you can find the shorter pulleys ? is the top mounted turbo going to clear
Yes I know that the 92 crank is a couple inches longer than the 71,thanks.
Even though you have the 8V-92TA, I would nix it in favor of a Cummins M11/ISM or a Cat C12. Unless they are just plainly too long. Good Luck, TomC
I'd love to go with a 4 cycle engine but I'm afraid I'm too far down road with the 92, funds would not let me change direction now.
Why would anyone swap a 8v92 for a M-11 I have been around a lot of those in buses what do gain the fuel mileage is about the same and they leak over time ;D
Mike, you will love the 92, it fit well into our 7 and it flies! Our fuel mileage is just over 6mpg. I did not do the conversion, it was done by the PO at a local DD dealer here in CT.
I changed my 8V71N to a 8V92TA(500HP). Here is some information for you to consider:
There are a LOT of over the road trucks running around at 80,000 pounds with the 495 converter.
With the 92 your shift points should be:
1-2 1900-2050 rpm
Lockup - 2000
2-3 2025-2100
3-4 2000-2100
The HT740 is part # 6884538. You should recalibrate the valve body to part # 23040804 Specs.
The 495 converter is 2.391 ratio, 496 is 1.78 ratio.
Upon the advice of a lot of experienced folks I know I did NOT change the converter. Mine works great but I do not hammer it from a stop. I use the power to climb.
Here are some of the parts you will need:
8928605 low profile blower housing (could be 8922167)
5104464 low mount engine bell housing from a Ford Truck with a 6v92 or 8v92
9402015 crankbolts (12)
23045507 adapter hub, flexplate to crank
5143106 Y manifold
8922502 front turbo brackets
E8927027 Garret Turbo A/R .81
5101174 double cooler w/wp pipe
A BIGGER RADIATOR!!!!!!
Be sure to plug the 2 holes (5/8")between the blower and govenor housing!
Drill the lube orifice for the front blower bearing if you go with the optional turbo mount.
I do not know the SN of your engine. I assume it is a Silver. It should probably have 9G90 injectors.
For what its worth, if you allow someone to patch this engine in, you will probably end up with a lot of money in it and never be happy with it.
I would pull the transmission, have it recalibrated, dyno it and use the same torque converter. Install a larger radiator.
Quote from: akroyaleagle on November 01, 2014, 06:41:39 PM
I changed my 8V71N to a 8V92TA(500HP). Here is some information for you to consider:
.... 5101174 double cooler w/wp pipe
A BIGGER RADIATOR!!!!!!
... Install a larger radiator.
Gee, Joe. You'd think that you really believe that a larger radiator is a good thing! :)
I appreciate all the advice, nice to hear from those that have gone before you. I already have some of the parts to make the change over, flywheel housing from a Ford cabover that had a 92 in it, crank hub and flex plates. My 92 is a 1979 silver, 8vf036941 from the data plate, has 9a90 injectors, 435hp. I installed 102 rads a couple years ago, the original MC8 rads barely keep the 71 cool running around out here in the summer desert heat. I'm really looking forward to the HP, I have a retired trucker buddy that drove tour buses for something to do after he retired and he was impressed with the buses that had the 8V92 engines in them.
Thanks again for all the advice.
Some of the parts Joe mention does not apply to a MCI like the turbo mounts the radiator does
Quote from: luvrbus on November 02, 2014, 05:56:35 AM
Some of the parts Joe mention does not apply to a MCI like the turbo mounts the radiator does
Yeah I kind of questioned the turbo parts, my arrangement looks just like other MCI buses with the 92 in them. My turbo compressor and exhaust turbine housings are right on top of the blower, you could not get them any lower. Thanks.
I don't know anything about MCIs and birthing babies.
I just thought it might help. No worries, if the parts don't apply to your swap then you are ahead of the game.
Are all turbos on MCIs on top of the engine?
Quote from: akroyaleagle on November 02, 2014, 09:30:15 AM
I don't know anything about MCIs and birthing babies.
I just thought it might help. No worries, if the parts don't apply to your swap then you are ahead of the game.
Are all turbos on MCIs on top of the engine?
I appreciate all input and yes as far as I know all the MCIs mount the turbo on top of the engine, thanks.
The flywheel housing is giving me some concern, akroyal listed this:
5104464 low mount engine bell housing from a Ford Truck with a 6v92 or 8v9
My housing is from a Ford but it has 5104261 part number cast on. All I've been able to learn from the parts book is both are SAE 1 housings. It looks the same as the housing that is on the 71, starter location and such, but it is still in the bus at this point.
At least in my 5C, there is no room for a turbo on top of the engine. It is mounted on the driver's side. The 8 is, I think, the same as a 5C, only 5 feet longer with a tag axle. You better measure for clearance.
JC
Joe gave some good info for the front mounted turbo those numbers are hard to come by for mounts and manifolds even DD has trouble finding numbers for those manifolds and mounts. On the MCI 5 the turbo is mounted on the side of the engine the top mount turbo won't clear without a lot of work so it easier mount on the side.
I have seen 8's mounted on the side also ;D I know for a fact as that were I mounted mine to keep the heat away from the under the bed oops sorry JC didn't notice you posted already
They work on the top of the engine in a 8 the difference is the 8 the engine goes in straight not on a angle like the MCI 5
Several years ago my father met a local guy that had an MC-8 or 9, conversion with an 8-71. It was sure nice, but owner was really disappointed in it's power. On the Seven Mountains near Lewistown, Pa. It would get down to 25mph on the steep upper part. This was his first bus and figured they would run like a car. My dad had him take it down to Leid Diesel in Newville, Pa. and they installed a 425 or 450hp 8v-92. It would do the same hill at 40mph then, and he was happy with the power then. His only complaint then was that the fuel mileage took a significant hit from 6.5 to 4.5 mpg the first time he checked it.
No that Ford truck bell housing is not going to work in your MCI you are are going to be changing some gear drives around the compressor on the truck engine is located in wrong position and tilt and ? is your alternator belt or gear driven on your 8 and I think the power steering pump drive is wrong also you will need a MCI bell housing for a 8v92
Quote from: luvrbus on November 02, 2014, 01:28:03 PM
No that Ford truck bell housing is not going to work in your MCI you are are going to be changing some gear drives around the compressor on the truck engine is located in wrong position and tilt and ? is your alternator belt or gear driven on your 8 and I think the power steering pump drive is wrong also you will need a MCI bell housing for a 8v92
That is not good news about the flywheel housing. I have the Ford air compressor in my storage but I can't remember how it was located on the truck when it was together. I have a belt driven alternator, I ditched that gear drive alternator when I changed the bus over to 12v.
Can the 8V-71 bellhousing work on the 8V-92? The rear engine mounts to the cradle are part of the bellhousing. The air compressor on the MCI lays over at a 72 degree angle but the one from the 8V-71 should work, I would think. You need a power steering drive somewhere on the back, on an MCI it is under the compressor. My biggest challenge in my engine swap was installing the power steering drive. At the front of the engine make sure your thermostat housings will work with the MCI coolant pipes. If not either you need to change the housings or the plumbing.
Like I said earlier, one of the easiest ways to scope out the project is to stand the two engines side by side and just make careful note of all the differences. I seem to recall measuring an MC-8 once and the engine bay was about 6" - 8" taller than the MC-5C. The bus itself is about 10" taller according to the spec's
Brian
No the 71 bell housing will not work on the 8v92 the end crank journal is a larger diameter on the 8v92 the 71 and 6v92 are the same diameter fwiw
Since Brian says the 8 engine bay is 6 to 8" taller than the 5, then there should be no problem fitting the turbo on top. That would be nice, with equal length exhaust pipes to it. With the turbo on the driver's side, the exhaust pipe from the passenger side comes around the front, between the governor and the belt. Mine is wrapped, to conserve heat to go to the turbo, and to have a little less heat in the engine compartment. A turbo on top with short pipes from both sides probably spools up faster.
Mike, keep us posted on your swap progress. I find it interesting.
JC
Quote from: lostagain on November 03, 2014, 07:13:34 AM
Since Brian says the 8 engine bay is 6 to 8" taller than the 5, then there should be no problem fitting the turbo on top. That would be nice, with equal length exhaust pipes to it. With the turbo on the driver's side, the exhaust pipe from the passenger side comes around the front, between the governor and the belt. Mine is wrapped, to conserve heat to go to the turbo, and to have a little less heat in the engine compartment. A turbo on top with short pipes from both sides probably spools up faster.
Mike, keep us posted on your swap progress. I find it interesting.
JC
I'll do that, I got a few hours in on the engine removal yesterday, bumper removed, coolant drained, drive line disconnected and a few other small things. Hopefully I will have it out in a couple days as time allows.
That is a good idea wrapping the exhaust and plan to do that. I found a seller on ebay that sells a blanket for the turbo and enough wrap to cover the pipes to and from the turbo. Makes the turbo more efficient and keeps the heat down in the engine bay.
Just the blanket on the hot housing on a 8v92 really doesn't do much I used the complete set of ATP on mine www.atpwrap.com (http://www.atpwrap.com)
I've got the engine and trans out of the bus and scattered about the shop. I've been thinking now is the time I should do something about my old HT740. I don't know the history of the trans, I bought the bus at auction and got no service history with it, anyway it has always had a lazy 2-3 shift. I have been shopping around and have found a couple possibilities and wanted to see what the board members thought about these choices. There are several rebuilt military surplus units up on ebay, part #23014539 with a 498 converter. And then there is a low mile used unit that belongs to a board member part #6885649. I don't know the converter number but it was behind an 8v71t. Both choices would save me a few bucks over going to an Allison shop and getting a rebuild. I'm also looking for a good muffler choice to go along with the 92. Thanks for all your input, Mike.
Donaldson makes a high flow muffler that has the 5" input and output on the same end like the stock MCI muffler. It's very high flow, far lighter than the stock muffler and is a fair bit smaller. I adapted the stock MCI muffler mounting strap system to suit and I'm using it behind my 8V-71T. Very acceptable tone after a turbo, maybe would be a bit loud behind a natural, but they have tighter mufflers for that.
Brian
Quote from: bevans6 on November 08, 2014, 03:53:15 AM
Donaldson makes a high flow muffler that has the 5" input and output on the same end like the stock MCI muffler. It's very high flow, far lighter than the stock muffler and is a fair bit smaller. I adapted the stock MCI muffler mounting strap system to suit and I'm using it behind my 8V-71T. Very acceptable tone after a turbo, maybe would be a bit loud behind a natural, but they have tighter mufflers for that.
Brian
That sounds like it would do the job, would you have the part number for that muffler by and chance? Thanks, Mike.
I can't find the part number but you can download their catalog, it's pretty useful anyway, and it is a type 5 muffler. Just look for the one with the highest flow rating.
Brian
That 8v92 will run cooler and preform better with just a Walker resonator fwiw upgrade to a good ECO air filter and keep restrictions out of the exhaust and the 8V92 will be happy
Ok thanks, that gives me a couple ways to go. Mike.
Quote from: bevans6 on October 31, 2014, 04:11:52 PM
I put a military engine in my bus and went through some of the same "how do you make it fit" issues. Here is my write-up, hope it helps, ask any question you might have after you read it.
http://www.busconversions.com/bbs/index.php?topic=21836.0 (http://www.busconversions.com/bbs/index.php?topic=21836.0)
I frankly can't believe I wrote that up almost three years ago and not one person has found it worthy of a simple comment. Pisses me off.
Brian
Brian, just wanted to thank you for your write up. I have followed your posts on this forum and others and they are always knowledgeable and helpful. I have also been following you thinking of changing your manual trans to an auto. Sometimes folks lurk and don't comment. Also, I may be getting around to doing an 8v92TA conversion but it may be a few years away, so often there's a mismatch in time, and then folks feel it's 'too late' to comment.
Interesting older thread. Today bus nuts want four strokes. For what it's worth,, going with a 6V92TA @ 350 HP non-DDEC can get 8mpg and MC 9's used them alot albeit @ 330HP..
--Geoff
I laughed when I read that comment that I made, and really laughed when I realized it was made in 2014, and now it's 2017! Damn, time flies when you are having fun. Auto project is on hold till spring, I lost my weather window. I am making a guitar this winter instead.
Thank you very much.
Brian
Quote from: Geoff on January 21, 2017, 05:29:16 PM
Interesting older thread. Today bus nuts want four strokes. For what it's worth,, going with a 6V92TA @ 350 HP non-DDEC can get 8mpg and MC 9's used them alot albeit @ 330HP..
--Geoff
I am a powertrain engineer and worked for a technology company who was re-developing a 2 stroke diesel opposed piston company. That's when they piqued my interest. I also have friends who work for EMD- who do two stroke train engines. The two stroke diesel can be made to burn very cleanly and can be very efficient. I'm not sure its any more efficient than a 4 stroke, but more importantly it SOUNDS wonderful 8) ! In our case the old 8v71s don't achieve very good BSFC or brake specific fuel consumption numbers but I should be comparing to engines of the time, like the old Cummins 855 series or equivalent CAT.
Quote from: bevans6 on January 22, 2017, 04:43:08 AM
I laughed when I read that comment that I made, and really laughed when I realized it was made in 2014, and now it's 2017! Damn, time flies when you are having fun. Auto project is on hold till spring, I lost my weather window. I am making a guitar this winter instead.
Thank you very much.
Brian
Yes, this has been a strange winter for me too. I have been focusing on recovering from certain health issues and now feel fitter than any other time in my life. My 70 Challenger project is on hold and I've been focusing on getting my 2000 model year Jaguar running with its reinforced rear end. I got the Jag running -which is good. Now just waiting for the big freeze to be over. I got new thermostats, and water pump rebuilt on my bus and then the radiators started to leak. Due to lack of funds, rather than get news one, I got the older tanks rebuilt/patched. I intend to upgrade the radiators some how, some way, in prep for an engine conversion and cant afford to right now.
My intention was to go to Quartzseit in January, but I stumbled into some consultancy/contract work so now I'm focusing on upgrading the inside of my bus bit by bit. I'm near Elkhart Indiana right now, so I can raid various RV places for bits!
Quote from: Dreadnought on January 23, 2017, 05:30:57 AM
I am a powertrain engineer and worked for a technology company who was re-developing a 2 stroke diesel opposed piston company. That's when they piqued my interest. I also have friends who work for EMD- who do two stroke train engines. The two stroke diesel can be made to burn very cleanly and can be very efficient. I'm not sure its any more efficient than a 4 stroke, but more importantly it SOUNDS wonderful 8) ! In our case the old 8v71s don't achieve very good BSFC or brake specific fuel consumption numbers but I should be comparing to engines of the time, like the old Cummins 855 series or equivalent CAT.
I read where CAT is only building 4 stroke EMD engines,BNSF here are starting to use the CAT 1010 4 stroke Tier 4 engine in the trains lol you tell the difference in sound and the ground doesn't shake like the EMD
Quote from: luvrbus on January 23, 2017, 06:27:06 AM
I read where CAT is only building 4 stroke EMD engines,BNSF here are starting to use the CAT 1010 4 stroke Tier 4 engine in the trains lol you tell the difference in sound and the ground doesn't shake like the EMD
Yea, there's a bit of a battle going on within EMD in La Grange Chicago. I would have thought that the 4 stroke would win out because CAT owns them, but its not so simple. Apparently the 2 stroke EMDs only need a Nox reduction SCR (urea) system and no DOC (diesel oxidation catalysts) at all, because of how they emit and my friend tells me that they seem to be more reliable than the 4 strokes also. Suprising to me but cool. The concept 2 stroke opposed piston engines I worked on had all sorts of durability problems and no discernable fuel economy benefit but I trust my friend.
I'm quite proud of my mechanical abilities and upbringing. I am, however, nowhere near your expertise.
But while I understand the mechanics of the different engines, I don't understand the rush from a well-built and maintained 8V71 (possibly adding a turbo...future project) to the 8V92. My MC8 has MC9 rads, but I know a lot of people with 8V92's that they can't keep cool anywhere south of North Carolina. I suppose I'm missing the bandwagon, but I don't want any electronically controlled ECM's either. Easier to fix a mechanical...anything :)
Quote from: daddysgirl on January 24, 2017, 07:14:38 AM
I'm quite proud of my mechanical abilities and upbringing. I am, however, nowhere near your expertise.
But while I understand the mechanics of the different engines, I don't understand the rush from a well-built and maintained 8V71 (possibly adding a turbo...future project) to the 8V92. My MC8 has MC9 rads, but I know a lot of people with 8V92's that they can't keep cool anywhere south of North Carolina. I suppose I'm missing the bandwagon, but I don't want any electronically controlled ECM's either. Easier to fix a mechanical...anything :)
I agree - in that I like mechanical systems very much. Easier to get my head around. Because I grew up with complicated injection and ECU systems, I know how trouble some they can be and how refreshing a good mechanical system is. I looked at Brian Evans 8v71 Turbo conversion as a guiding light, however talking to my mechanic - (he's a hard core 2 stroke guy) - he says the later 8v92 TA silver series with beefed up bottom end- is the way to go.8v92s are cheap to buy also. Cooling will be an issue (im working on a solution for that in my head) .As it is, I'm in no hurry, my 8v71 engine only has about 85K miles on it, and is in good shape. But it would be nice to have more torque while going at high altitude, which a turbo set up would be good for.
I don't understand the rush from a well-built and maintained 8V71 (possibly adding a turbo...future project) to the 8V92. My MC8 has MC9 rads, but I know a lot of people with 8V92's that they can't keep cool anywhere south of North Carolina.
I struggled with this problem too. I wanted a Cat but the Eagle was too short without major modifications to the rear of the coach.
After much research, (without the benefit of these boards) I opted for the 8V92TA. I bought a remanufactured to 2000 specs Canadian Grizzly 92. It was installed in 2000 also. I absolutely love it!
The 8V71 is a good engine evidenced by the amount of them still operating. Adding a turbo is not as simple as strapping it on.
If you operate only in the eastern US, it will work fine. If you intend to operate out west, it will be greatly lacking in power. Especially above 4000'.
The upgrade to 8V92TA is not usually for the faint hearted. Cooling it is a problem. It is done by upgrading the radiator to a much more robust system. (Mine came from one of the MARTA 65' articulated buses operated by Atlanta for the Olympics.)
I do not know what options are available for MCIs.
If you already have the double cooler, you will be OK with that.
Some change in driving habits will need to occur.
Quote from: Dreadnought on January 24, 2017, 07:28:08 AM
I agree - in that I like mechanical systems very much. Easier to get my head around. Because I grew up with complicated injection and ECU systems, I know how trouble some they can be and how refreshing a good mechanical system is. I looked at Brian Evans 8v71 Turbo conversion as a guiding light, however talking to my mechanic - (he's a hard core 2 stroke guy) - he says the later 8v92 TA silver series with beefed up bottom end- is the way to go.8v92s are cheap to buy also. Cooling will be an issue (im working on a solution for that in my head) .As it is, I'm in no hurry, my 8v71 engine only has about 85K miles on it, and is in good shape. But it would be nice to have more torque while going at high altitude, which a turbo set up would be good for.
I understand, having grown up with Porsche, Peugeot, and Jaguars that addressed everything from electronic injection to nitrous. Dad loved cars. I loved to race cars. Short story...he would not let me race unless I built the car with him. (Full disclosure: Dad handled all the timing issues, I got to figure out the nitrous boost) So I hear ya.
I have just seen many a "hot" post on 8V92's. Maybe someday I'll get one. I've already got the rads and the scoops, what the heck:)
But knowing me, I'll turbo the 71 first. Hell, dad wouldn't even allow the updated caps...but I DO want to update the windows!
Quote from: akroyaleagle on January 24, 2017, 10:00:46 AM
I don't understand the rush from a well-built and maintained 8V71 (possibly adding a turbo...future project) to the 8V92. My MC8 has MC9 rads, but I know a lot of people with 8V92's that they can't keep cool anywhere south of North Carolina.
I struggled with this problem too. I wanted a Cat but the Eagle was too short without major modifications to the rear of the coach.
After much research, (without the benefit of these boards) I opted for the 8V92TA. I bought a remanufactured to 2000 specs Canadian Grizzly 92. It was installed in 2000 also. I absolutely love it!
The 8V71 is a good engine evidenced by the amount of them still operating. Adding a turbo is not as simple as strapping it on.
If you operate only in the eastern US, it will work fine. If you intend to operate out west, it will be greatly lacking in power. Especially above 4000'.
The upgrade to 8V92TA is not usually for the faint hearted. Cooling it is a problem. It is done by upgrading the radiator to a much more robust system. (Mine came from one of the MARTA 65' articulated buses operated by Atlanta for the Olympics.)
I do not know what options are available for MCIs.
If you already have the double cooler, you will be OK with that.
Some change in driving habits will need to occur.
When I first started driving the bus full time (after dad passed) I assumed I would be crawling up the mountains. I was wrong...and still passing a car or two. I must admit however when I would get to the other side of WVA, my right leg was sore. And you're probably right about driving habit. I'm VERY careful, but was taught since birth to drive a Detroit like you're REALLY mad :)
I'm VERY careful, but was taught since birth to drive a Detroit like you're REALLY mad
At 70 years old I have heard that all my life.
It is my practice to drive like I buy all the fuel and pay for all the maintenance and repair.
In more than 20 years I've put more than 200,000 miles on my coach, including multiple trips to and from Alaska, and never had a major repair nor spent any time on the side of the road except once for a burst heater hose. I've since installed cut off valves for that.
Quote from: daddysgirl on January 24, 2017, 10:09:36 AM
I understand, having grown up with Porsche, Peugeot, and Jaguars that addressed everything from electronic injection to nitrous. Dad loved cars. I loved to race cars. Short story...he would not let me race unless I built the car with him. (Full disclosure: Dad handled all the timing issues, I got to figure out the nitrous boost) So I hear ya.
I have just seen many a "hot" post on 8V92's. Maybe someday I'll get one. I've already got the rads and the scoops, what the heck:)
But knowing me, I'll turbo the 71 first. Hell, dad wouldn't even allow the updated caps...but I DO want to update the windows!
What Porsches and Jaguars?
I own a 911 turbo and I was involved in the design of several Jaguar engines. Peugeot.....well, not my thing.
My father (being in the business his entire life) would go to work in the AM and bring home a car with the engine/tranny in the front seat. The newest Jag we did was early 60s model. We did a few Porsche and Peugeots... a 911 Turbo, a Boxster, 2 356 one of them a convertible that was supposed to be my first car. My grandmother found out...ended that. And 2 MG's. This is a partial list, doesn't include my fav muscle cars.
I worked in the Porsche/Peugeot dealership for 6 years, but my experience came from childhood. But, as for anyone who knows, on my first day in the parts department, the Porsche techs came in and asked for a radiator for an air cooled Porsche. I smiled and asked them if they were qualified to fix a bicycle. LMAO. That was funny.
Quote from: daddysgirl on January 25, 2017, 07:31:54 AM... I worked in the Porsche/Peugeot dealership for 6 years, but my experience came from childhood. But, as for anyone who knows, on my first day in the parts department, the Porsche techs came in and asked for a radiator for an air cooled Porsche. I smiled and asked them if they were qualified to fix a bicycle. LMAO. That was funny.
You were lucky. My first boss at Land Rover had started in the business as an engineering apprentice at age 18 at Chrysler/England at Coventry. He was short and slight. About the middle of his first week, he was sent to the carburettor shop (occupied by all women because they were thought to be more nimble and accurate on the tiny carb parts and detailed testing and calibration) and told to ask for "two greased nuts". He headed out of the engineering block, went around the corner and hid for 15 minutes and went back and said "they didn't have any". He later had to go over to have some poorly-operating carbs checked and realized how close a call he'd had.
Brain I read your post last night for the first time, I have a Eagle that has the Gov. 8v71 T engine a lot of power my turbo is mounted on the right side of the bus looking at the rear.. I saved the post because I'm going to put the engine in another Eagle. Thanks It's a very good write up.
One of the reasons I bought my bus ('77 AMGeneral 10240B transit) is because it had an 8V-71. The 6V-92TA is an excellent engine-if you use it all the time. But with its' wet cylinder liners, letting it sit can create leaks into the oil. This can't happen on the 71 series since it has dry cylinder liners. I recently started my bus after sitting since October. It started like I had run it yesterday-and without any coolant leak.
Detroit's last version of the 8V-71TA was 400hp and 1200lb/ft torque with 80 injectors. Since I still have high compression 2 piece pistons with the tight transit bus piston rings, I kept it down to 7G75 injectors for 375hp and 1125lb/ft torque.
What I had to change- injectors, add turbo with all the plumbing, muffler, enlarge radiator, add air to air intercooler, change blower to bypass blower, air cleaner, add auxiliary transmission cooler, add radiator misters. I've had the turbo on for 10 years and about 30,000 miles with no real problems. Good Luck, TomC