8V92 swap into MC8

[bevans6]

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

[MC8Mike]

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.

[bevans6]

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

[luvrbus]

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 

[MC8Mike]

Ok thanks, that gives me a couple ways to go. Mike.

[Dreadnought]

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

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.

[Geoff]

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

[bevans6]

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

[Dreadnought]

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 ! 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.

[Dreadnought]

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!

[luvrbus]

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 ! 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

[Dreadnought]

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.

[daddysgirl]

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

[Dreadnought]

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.

[akroyaleagle]

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.