Here are a couple of pictures of the dry fit of the L10 into my MC8
Melbo
That is real pretty. It should scoot you right down the road.
Was the engine craddle custom made? Looks new too.
The engine cradle was out of an MCI but was cleaned up and the engine mounted before it got slid into place.
Melbo
I see another one of us :0
Looks good congradulations...
Do you think you will be rolling by Aug?
Skip
Great project & photos Medbo!
What trans?
Drive shaft shorten?
Does rear channel & bumper need to be move rearward?
Keep project reports coming in with photos.
Thanks for your update.
Sojourn for Christ, Jerry
Mel
nice pix; looks like they used a stock cradle (8V92) but moved it towards the back of the bus..
my solution will be slightly different because I used the standard cradle and added the bottom mount..
Have you decided on a pulley yet I had one made with a single C groove at 9.4 inch diameter; same as the original Detroit. Can give you the info if necessary. Had to be machined to allow for the Cummins hub which has metric dimensions and oddball spacing on the holes.
FYI that motor has a fan hub so it was transverse mount in a bus (for example in a Gillig) or in a truck.. Depends on the CPL. Thats on the manufacturers plate or the first 4 digits on the fuel pump. most transit buses are fitted with 1994 CPL and run 270HP. yours may be different. Cummins has a website and for a fee you can have the engine seriel number looked up and find out when it was made and the history if the company had Cummins service the motor. FWIW.
Looks good hope it works well for you ..
Happy bussin Mike
P,S. If you have the CPL number I can look it up in a cpl book and tell you what the published HP is for that CPL. CPL is certified parts list which tells which pistons, cam, injectors ,turbo etc. are required for that particular motor. If the motor has to be rebuilt the mechanic uses that number to get the parts.. The fuel pump is set up to deliver the HP listed for that CPL . Any dealer or shop can do the same. Mike
Melbo,
Great project. What Jerry said/asked.
Also, what is the HP? Why did you select Cummins and that model of Cimmins?
Thanks,
John
Mike, What bus are you putting a Cummins in ? Is it up and running? Thanks TomY
Tom Y The engine is an L10 270Hp cpl 1994 mechanical. The tranny is an Allison B400R 6 speed computer control (WTEK II) with throttle position sensor.
I replaced the lower bearings and cleaned up the engine . This engine came from a Gilleg in Atlanta.. The tranny came from an orion 1 transit
Here is a pix of the test stand for the motor/tranny. I wanted to have the motor and tranny running so that I had a baseline to start from. Everything worked on the stand.
Working on the cradle and mounts now. Hope to have it running in a month.
The bus is a 1972 MCI 7. changed the diff. to 4.63 to accommodate the double overdrive.
Happy bussin. Mike
Hi Mike......where did you get 4.63 diff from what vehicle?
I have 3.86 Meritor rear axle assy in my MCI-8 but need change to higher ratio number like you said when I ready to swap engine & trans.
Is this L10 270hp is non-turbo?
Thanks for update.
Sojourn for Christ, Jerry
Mel,
The progress is looking great! That combination should give you excellent mileage. Do you have jake brakes on it? What are you going to do for over the road air conditioning?
-Brian
Mike, She sure looks purdy, real purdy. It's nice to start out with a nice clean looking engine compartment, nice work and thanks for the pictures.
WVaNative
I should clear up a misconception -- I am having this done -- I am not doing it myself
The tranny will be a ZF and the complete setup will include an air throttle and exhaust brake ( no jake )
The project should be completed about the first of march.
For over the road air I use the front rooftop AC running from a 4024 inverter
The rest of the particulars I don't know but can find out if necessary.
Hope this helps
Melbo
Here is the most recent picture I have as the project progresses.
As you can see the engine compartment is painted and the engine is in the place it belongs.
The plan is still to have it up and running the first part of March however we have gotten side tracked by some problems we have with the steering we are working on.
As you can see it still needs the intake and the exhaust however some of that may have already been installed because this picture is a little more than a week old.
Melbo
These pictures are proof positive at the nice fit the Cummins L10/M11/ISM (all the same block) will have in a bus. Whereas the Detroit Series 60, Cummins ISX or N14, Caterpillar 3406/C15 are so huge that you have to modify the floor to get them in-and they can weigh up to 1,000lbs more then the Cummins L10. One more nice thing about the L10 is that it has a air to water after cooler so you don't have to design that into the radiator system. The L10 was limited to maybe as much as 350hp and 1100lb/ft torque (like a 6V-92TA) but getting much better mileage than the 2 strokers (L10 also weighs about the same as the 6V-92TA). Course if you really want to have a hot rod, you can get the more modern ISM that can be made into a 500hp 1550lb/ft torque monster that will have close to the pulling power of the Series 60 without the size and about 500lb lighter. Good Luck, TomC
Quote from: Melbo on February 11, 2008, 06:55:10 PM
The tranny will be a ZF and the complete setup will include an air throttle and exhaust brake ( no jake )
Melbo -Just an FYI - an exhaust brake in the exhaust system (commonly called a Pac-Brake), is nowhere near as effective as a Jake Brake on the engine itself.
The Jake creates far more braking power compared to the Pac, and experience has shown that the Pac-Brakes are more trouble-prone.
The Pac's ok for running around the flats, but if you start spending any real amount of time traveling over Rocky Top out West, you'll quickly discover the Pac-Brake's limitations.
BTDT.
Very clean installation of the L-10. . . compliments to the shop that's doing the work.
FWIW & HTH. . .
;)
Melbo,
Depending what model ZF you have it may have a retarder built into the tranny.
FWIW
Skip
Allisons can also have either a output shaft or input shaft hydraulic retarder on them. Good Luck, TomC
I have been forewarned about the exhaust brake and the mountains.
I have been told that the exhaust brake works fine up to about 35000 lbs.
I will see how it treats me on the drive home.
I will be driving through some mountains -- nothing outrageous but mountains none the less
I will post more pictures and a report of how it performs in about two weeks or so.
But I appreciate the heads up.
Melbo
Melbo,
Maybe I am the retarder one here and I really pray you have a safe trip.
If you do have a ZF Ecomat II 590 to 602 or an Astronic it will have retarder.
It is computer driven in the bus set ups, the ones in freightliners can have a
hand controller. It usually isn't considered Kosher to have the exhaust brake on and then
have the retarder kick in. If the retarder has been disconnected on the wire bar then
do watch the engine RPM; an over rev will kick it into a higher gear (BTDT NOT good)
I was also told there is a pressure over ride that will upshift the tranny also (haven't done that yet)
FWIW please be safe
Skip
Skip
Thanks for the heads up I will check that out before I hit the road.
I just had the brakes all adjusted and a brake line replaced before I took the coach in for the transplant.
The purpose of the retarder and exhaust brake as you know of course is so that you don't have to use as much brake.
I hope everything works as designed -- I will post when I know.
Melbo