This is cool. They make it look so easy.
https://www.youtube.com/watch?v=C-upVS5HHGQ
David
Follow the cat as he travels and works on a lot of the older buses. Some in bad shape before he starts. Wonder when you should roll a set of bearing into a 8V92TA. Heard some say 100,000 miles and others 200,000. Mine has 96,000 on it now.
Glen 150,000 miles is when I pull one down for bearing in the engine and the famous 50D alternator then they good for the end which is between 350 and 400,000 miles,the DDEC seems to have a more even wear pattern that a older mechinal 8v92 fwiw .This is the way I like to do a 8v92 I am not much into the inframes kits
At least it used to be-every 100,000 miles adjust valves and run rack (mechanical engines); every 200,000 miles roll in main and rod bearings; every 300,000 miles rebuild blower and turbo, new injectors; 500,000 miles rebuild whole engine if needed. I rebuilt my 8V-92TA at 500,000 miles. The cylinder liners were still showing hone marks, but I wanted the up dated cylinders and pistons. Oil consumption went from 1,200 miles to 2,200 miles per gallon.
Then I bought my truck with Caterpillar 3406B. Maintenance on that-adjust valves every 200,000 miles, roll in bearings at 500,000 miles, rebuild at 1 million. What a difference! Good Luck, TomC
Buses take a toll on engines they don't last as long as the truck engines out in the fresh air
How much to rebuild at 1 million miles?
How many conversion owners will see 250,000, let alone 500,000 or 1,000,000 miles? At 250,000, 31,250 gallons of fuel@ 8 mpg. About $130,000.
Wow - I'd have to put mine into revenue service to ever see numbers like that! Just turned 50K this summer. :)
The 3406 was the best engine ever built and simple to work on ,you could lug it down to 900 rpm and give it throttle and it would pick back up I loved that old engine
Sorry. The 6-71 was.
Quote from: chessie4905 on December 18, 2019, 03:28:03 PM
Sorry. The 6-71 was.
You are joking right ,in the oil patch those were 4000 hr engines,I have worked on many single,duplex and quads 6-71's they never lasted long working hard 24 hours a day
The 6-71 sounds sweet, but it would not last as long as a 3406, which also (in it's own way) sounded very authoritative. I had one in a Mack R700 that would out-pull 8V92's in the mountains (of Northern New Hampshire) to such an extent that it could run one or two trips more in a day. As a driver, the 3406 is king, from Cliff's mechanical view, it is the best. The Series 60 is close in quality, but the torque of the 3406 is outstanding. ;)
Im not talking about how long they last, necessarily. Even 60 series are pretty decent. How much are 3406 parts and cost to rebuild?
https://itstillruns.com/history-detroit-diesel-671-tib-12210825.html
Quote from: luvrbus on December 18, 2019, 07:45:28 AM
Glen 150,000 miles is when I pull one down for bearing in the engine and the famous 50D alternator then they good for the end which is between 350 and 400,000 miles,the DDEC seems to have a more even wear pattern that a older mechinal 8v92 fwiw .This is the way I like to do a 8v92 I am not much into the inframes kits
Thanks Cliff don't know if I'll make it to 150,000 but good to know. After having my blower redone a year or so ago it went back to almost no oil usage.
Quote from: chessie4905 on December 18, 2019, 04:07:43 PM
Im not talking about how long they last, necessarily. Even 60 series are pretty decent. How much are 3406 parts and cost to rebuild?
https://itstillruns.com/history-detroit-diesel-671-tib-12210825.html
Parts for the 3406 wasn't that bad maybe 5 to 8% more than a Detroit, injection pumps were a little costly to rebuild but they never gave much problems, the 3406 was not as labor intensified as a 2 stroke though
I love Detroit 2 strokes, but I love a Cat 3406 too. Agreed the torque is phenomenal. I have one in my Pete dump truck with 13 speed. I've been driving one in a grain truck lately with an 18 speed. A treat for sure. And sounds good too. Better than a S60...
JC
The kicker is, the Caterpillar 3406C (updated 3406B) mechanical is still being made for third world countries that don't want electronics. This is a big reason I'm converting my Kenworth truck. Good Luck, TomC
I wonder if DETROIT ever thought about a 6-92 back then? it would have been easy to fit one in a 4104 and give it a power boost.
all this talk about the 3406 is making me blush !
dave
If they did, I wonder how many angle drives would've been wiped out?
Quote from: chessie4905 on December 19, 2019, 07:29:19 AM
If they did, I wonder how many angle drives would've been wiped out?
A bunch
Detroit didn't make the 6-92 since they had already made the 6-110. But if they had made a 6-92, then a simple solution would be to use the 4106 transmission or a V730 to take the power. I'm running a V730 with 8V-71T with air to air intercooling putting out 375hp and 1125lb/ft torque (7G75 injectors). Shifts fine and runs well. Good Luck, TomC
The V730 had upgrades made to it just like any other Allison to handle the torque,that is one reason they did away with the spacer between the transmission and the engine then changed the angle on the V drive rear gear pumpkin .One thing I don't like a V730 is the heavy flywheel on the back of the 2 stroke for a V730 it takes a toll
Other than rpm, Tom, why didn't you just build up a 375 to 380 hp 8v-92? It would last longer than the jacked up 8-71 and maybe less heat.
Because of the mounting, you can't use a 8V-92 with a V-drive (except with massive modifications). I don't like the 92 series because of the wet liners that can leak when left standing for weeks. Both the 71 and 92 series have the same bearing sizes (Cliff will correct me if I'm wrong). The 8V-71 REALLY wakes up with turbocharging. If I had rebuilt the engine to turbo specs (still has the 18.7:1 pistons) I would have gone with 7G80 injectors (like Detroit made in their last incarnation of the 8V-71) that would have givin me 400hp and 1200lb/ft torque. 71 series don't really need to worry nearly as much about coolant like you do with the 92 series. Good Luck, TomC