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Bus Discussion => Bus Topics ( click here for quick start! ) => Topic started by: Robert D on November 04, 2020, 06:32:50 AM
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I need help from the experts deciding which bus will fit my needs. I have been researching over the past six month and have realized that my options may be limited.
I would like to stay at 35’ if possible due to parking space at my house and maneuverability. Here is the determining factor, I need to pull a 24’ enclosed car trailer that weighs between 6,500 and 7,500lbs. I don’t want to tow the car on an open trailer to reduce weight and wind load because it is a car that I would prefer to keep out of the elements that will be going to road courses for races/track days. I will be traveling from south Florida to the South Eastern states 8 to 10 a year, mostly in flat land Florida during the summer heat though. Other trips will be for running marathons where we will have to be driving and parking in cities where the shorter length will advantageous. Our trips would last between 4 days and two weeks. Most if not all of the trips will be just my wife and I. We are looking to buy something between now and next spring if I can find the right one.
Also, I am aware of the tongue weight issues and would load the trailer to minimize it using a spread axle trailer.
I am not ruling out any manufacturer, slides or not nor conversion company. I do not mind 96” or 102”.
I have been looking at a few models including the MCI MC-5, but I do not know what they can pull. I have read suggested weights on various sites, but the figures I have read vary widely.
Prevost Champion/Le Mirage – I cannot find any info about towing capacities.
Prevost Le Mirage XL - I like the idea of the XL due to it being a 35’ single axle and 102” wide with a HT740 but these have proven to be nearly impossible to find and I am not sure if they are capable of towing the weight. I have never saw one in person, has anyone else?
Are there any other models out there that I have missed?
I would like to find a finished bus rather than convert one myself. I was a mechanic in a previous career. So while I am capable, I do not want to spend the time required on the build. I don’t mind repairs and upgrades where necessary such as welding reinforcements to the engine cradle to support the trailer load.
Also, will there be issues with GCWR rating of any of these busses?
My budget is $65,000 max but I would prefer staying under $35,000.
Thank you in advance,
Robert
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Buy the most modern power train with a resale value if possible and remember a bus is not a good investment you spend 40k on one and 2 years down the road if you need to sell you will be lucky to get 20k
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I have come to realize that there will be a significant resale loss which I am prepared for. That is part of the reason I'm looking for a completed bus rather that the added expense of building one. Also, fingers crossed, I plan on keeping it for the foreseeable future.
Thanks
Robert
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Hi Robert, there are a few modern 102" wide 35' long buses, with 4 stroke engines, finding them converted is another story. MCI and Temsa come to mind. The older MCI, GM and Prevost 35' buses will have 2 strokes, some have been modified with 6V92, 2 strokes, that may be enough power, but that much weight will cause heat issues, extra cooling may be needed. And the tow hitch will need to be mounted differently to accommodate the actions that much weight off the engine cradle rails, to keep from developing stress cracks. Do a lot of research and get a consensus from the gurus, here on the boards. lvmci...
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I originally wanted a 35' bus, but when I started looking I found the DL had as tight of a turning radius as a 35. Now clearly that isn't the full story but it kinda minimized that particular objection. and then the advantages of a 45 began to take over and in the end I bought a DL. But, as you are looking for a converted bus I'd estimate your chances as being much better since a higher percentage of converted buses are going to be 35's.
MCI seems to be kind of the workhorse in terms of modern buses, GM very much a vintage favorite, and Prevost more of a rich man's toy. At least that's the impression I get. I'm sure I'll be corrected about that but you have to start somewhere, right?
Jim
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lvmci, I have considered the heat issues using it in the Florida summer. I was hoping someone would address it. Do you know if the 8V92 radiators will fit the MC5?
I am ok with a two stroke. I have been looking for one with a 6V92 conversion. That is what attracted me to the Le Mirage XL, from what I have read it came with a 6V92TA. If I find one with a two stroke Detroit that is tired I can inframe it myself.
I'll start looking at the newer MCIs and I don't know anything about Temsas, but I'll check them out. Thanks for letting me know about them.
Jim, I would love to have a PD4106, probably my favorite looking bus, but needing to tow kind of eliminates them for me. That's why I have been concentrating on MCIs and the less expensive Prevost models.
I will check out the DL. I haven't looked at them yet. Thanks for the info.
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I originally wanted a 35' bus, but when I started looking I found the DL had as tight of a turning radius as a 35. Now clearly that isn't the full story but it kinda minimized that particular objection. and then the advantages of a 45 began to take over and in the end I bought a DL. But, as you are looking for a converted bus I'd estimate your chances as being much better since a higher percentage of converted buses are going to be 35's.
MCI seems to be kind of the workhorse in terms of modern buses, GM very much a vintage favorite, and Prevost more of a rich man's toy. At least that's the impression I get. I'm sure I'll be corrected about that but you have to start somewhere, right?
Jim
Jim,That's a pretty nice and tidy way to sum up the bulk of buses used in conversions. I'd add that Prevost is more spendy is there are far fewer DIY conversions and were used by professional conversion companies. More MCI conversions done DIY so a lot more variety from a stripped bus to full conversion. Some number of MCI were professionally converted. GM is for the vintage crowd more than those wanting more space and power and most conversions are DIY. Probably the fewest professional conversions done on this platform.
When I started researching and MCI vs GM was a big topic. At the time a few years ago, it was like GM vs MCI was like Ford vs Chevy but that is not how I view it today. There are fans of both but very different options once you dig in. For example, more engine swaps and upgrades can be done on MCI. GM has the transverse configuration and that limits options.
And, of course, there is nothing more awesome than the lines and styling of the old GM coaches.
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I like the '95 or so 102DL3 and that's what I bought. Should be a pretty fair number of conversions already done I would think, as the bus was so numerous, but it's a fairly recent conversion also which would decrease the numbers. Once you start digging it has a lot going for it just in the basic bus. Then of course it depends on the quality of the conversion. But I would think you could find something towards the bottom end of your range.
Jim
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And don’t forget an Eagle. There are some 35’ factory model 15s around....
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Jim, Only having time for a five minute search at the moment, the 102D3 is in the possibility column now. The Series 60 is a definite plus and I didn't realize that the stainless steel lower body was an option on those. Is the 102's engine cradle able to accept the load better that the older busses?
6805eagleguy, I haven't looked at Eagles only because I haven't been around any. Do you know if the model 15 is capable of towing that much weight?
Thanks guys. It looks like I have some reading to do tonight.
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I would think that with towing good weight in mind you might want to go with a bus that has a frame unlike GM and MCI. One option to look at might be something like a Bluebird.
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Check out PT36 Wanderlodge. Have factory 10000 pound hitch. Will do what you want on level ground. Under powered in hill country. I tow 5500 . 32 mph on 6%. Greater than 6 % 16 mph. And 68 mph flat land.
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Automated Safety Hitch.
There is another consideration for towing where the engine cradle(i.e.4106) won't support the weight of a big trailer and that is the Automated Safety hitch. https://mrtrailer.com/safetyhitch.htmThis one is a 5th wheel setup but there are some out there for bumper pulls as well.
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I'd add a vote for something like a Bluebird Wanderlodge. They can be found with more power than a GM vintage bus, and they are typically good for towing.
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I like the B500/series 60 DDEC 4 in those buses, along with the r134 refrigerant and aux heater (Webasto or Eiberspacher) as well as stainless bulkheads and stringers in the bays. (The floors are aluminum.) Layout seems generally pretty sensible, and they are reportedly easy to drive. I haven't had mine out on the road yet. Parts seem reasonable and easy to find. Judging by what I've seen so far they seem to be fairly well insulated. I think it makes a good choice but whether it's best for you is something you have to decide.
Jim
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Robert, call MCI techs in Kentucky, the 8V92 radiators are the same height and width, but more rows, I think you could make them fit. lvmci...8002412947, Jim or .Boris...
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I'm not 100% positive on this but I have been told the MCI 3500's were actually built on a Dina plaform. If this is true I'd say that fits your needs best as it will have the 60 Series in it and the Dina has a very strong rear frame that would be able to tow whatever you hook to it.
I had a 42' Dina and was pleased with the performance, handling and pretty much everything else.
;D BK ;D
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That was what I found when I was searching for a 35. They tend to be both scarce and expensive but maybe you could find one. I never learned a lot about the Dina 35, some people seem to like them and some don't. Made in Mexico weren't they?
Jim
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It looks like I have some reading to do tonight.
Robert D -
That's quite the understatement! ::)
The 35' MCI F3500s were built by Dina in Mexico. Their reputation in revenue service wasn't that good, but not so much of an issue when used as an RV. They also came with a Series 50, the four-cylinder version of the S-60. Altho a few were converted on new shells, the majority of conversions were done on ex-revenue service coaches. Problem today is parts. (Example in first pic below)
The 35' Prevost LaMirage was last built in 1984, and they only built seven of them that year. 96" wide, with a 350hp 6V92T/HT-740 powertrain. All were motorhome, not revenue service, chassis. Parts were shared with the 40' models, so availability isn't that bad. Oh, and yes, I've seen one, even been in it, too! (Example in second pic below.)
Speaking of Prevost, regardless of Jim's perception of them being a "rich man's toy," there are several reasons they dominate the coach conversion market, be it an XL, and XL-II or an H3 model. And since you mentioned a race car in your heavy trailer, you've probably seen a LOT of Prevosts at various tracks. Why? Because Prevost engineers a robust hitch into their motorhome and entertainer models right at the factory! My '92 has a 10,000 lb hitch, and most S-60 powered rigs (starting around '94/'95) have a 20,000 lb hitch! More than enough to tow your trailer, wouldn't you agree? I don't know what the little 35s have hitch-wise, but I doubt its a 10K.
Another feature of a Prevost is their tag axle. They're the only one of the major manufacturers that, when you flip a switch next to the parking brake, lifts the tag axle completely off the ground, thereby helping to maneuver in tight places and tightening up the turning circle somewhat. (I must mention that MCI does have a "steerable tag" on some of their 45' models, which accomplishes similar results.)
A couple more points about Prevost. One is the excellent factory support for their product, both parts and service. And since they're a division of Volvo now, many Volvo truck dealerships around the country can handle certain chassis maintenance items.
The major players in the coach conversion market are Angola, Country Coach, Custom Coach Corp, Liberty, Marathon, Royale, and Vantarè. Angola's will have the simplest house systems, Marathon's will have the most complex, proprietary systems. The others will fall somewhere in between. I prefer the KISS principle when it comes to complexity, and if you shop wisely, you, too, can "live rich thru depreciation" with a Prevost, especially in today's market. :o
Finally, I think it would be a wise investment (yes, that's the correct term) for you to utilize a Trailer-Toad for your trailer to virtually eliminate the tongue weight on the coach. The catastrophic failure of an engine cradle will cost far more to repair than the initial outlay for a TT. This should be a priority on your list of "must have's" for your bus conversion adventure.
FWIW & HTH. . . ;)
http://trailertoad.com/
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If buying a older Prevost and want to upgrade to a 20,000 lb hitch you are looking at around 15 grand now,Prevost will service the bus @ 165.00 per hour.There are some real good Class A motor homes on the market but those cost as much as Prevost in most cases. I went that route after owning buses for 30 years and do not regret it for a minute,I love my ISX 15 Cummins towing a 15,000 lb trailer for a friend back to NV from Phoenix who's 8v92 blew in his Prevost and will be at WW Williams for a month it didn't even it was back there coming over the grades on 93 out of Wikeup AZ
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I'd like to see a front shot of that TT. I don't see how they get zero tongue weight when the rear connection is behind the axle centerline.
Jim
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My 1994 Eagle Model 15 has a very heavy I-beam brace arrangement under the two main frame rails that lead up to the trailer hitch. I have not seen any reference to it in the manuals, but I really wonder if it is very similar to the Prevost 20,000 set up.
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My 1994 Eagle Model 15 has a very heavy I-beam brace arrangement under the two main frame rails that lead up to the trailer hitch. I have not seen any reference to it in the manuals, but I really wonder if it is very similar to the Prevost 20,000 set up.
What you watch on a Eagle when new the lower section was not tied to upper frame and to much tongue weight they would fail
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I'd like to see a front shot of that TT. I don't see how they get zero tongue weight when the rear connection is behind the axle centerline.
Jim
Hi Jim
Simple google search...
https://www.google.com/imgres?imgurl=http%3A%2F%2Fwww.trailertoad.com%2Fsitebuildercontent%2Fsitebuilderpictures%2FIMG_3224.JPG&imgrefurl=http%3A%2F%2Fwww.trailertoad.com%2Fcatalog%2Fi27.html&tbnid=6Nm6-tZ_mZMczM&vet=10CA8QxiAoA2oXChMI-OaL7anu7AIVAAAAAB0AAAAAEAU..i&docid=V84NmtrejCINqM&w=640&h=480&itg=1&q=TrailerToad&ved=0CA8QxiAoA2oXChMI-OaL7anu7AIVAAAAAB0AAAAAEAU (https://www.google.com/imgres?imgurl=http%3A%2F%2Fwww.trailertoad.com%2Fsitebuildercontent%2Fsitebuilderpictures%2FIMG_3224.JPG&imgrefurl=http%3A%2F%2Fwww.trailertoad.com%2Fcatalog%2Fi27.html&tbnid=6Nm6-tZ_mZMczM&vet=10CA8QxiAoA2oXChMI-OaL7anu7AIVAAAAAB0AAAAAEAU..i&docid=V84NmtrejCINqM&w=640&h=480&itg=1&q=TrailerToad&ved=0CA8QxiAoA2oXChMI-OaL7anu7AIVAAAAAB0AAAAAEAU)
https://www.google.com/search?q=TrailerToad&rlz=1C1ASRM_enUS833US833&sxsrf=ALeKk0265ySfoCqliSFCV_3VmfgTskLYkg:1604679683128&tbm=isch&source=iu&ictx=1&fir=VzXKJi9qDe6-lM%252CGi_lFFpKYm_GHM%252C_&vet=1&usg=AI4_-kSgI7yXCaajTmNtxhONR3iWrcCw8g&sa=X&ved=2ahUKEwjxtfbTqe7sAhUKvZ4KHQIvB_cQ9QF6BAgKEDM#imgrc=VzXKJi9qDe6-lM (https://www.google.com/search?q=TrailerToad&rlz=1C1ASRM_enUS833US833&sxsrf=ALeKk0265ySfoCqliSFCV_3VmfgTskLYkg:1604679683128&tbm=isch&source=iu&ictx=1&fir=VzXKJi9qDe6-lM%252CGi_lFFpKYm_GHM%252C_&vet=1&usg=AI4_-kSgI7yXCaajTmNtxhONR3iWrcCw8g&sa=X&ved=2ahUKEwjxtfbTqe7sAhUKvZ4KHQIvB_cQ9QF6BAgKEDM#imgrc=VzXKJi9qDe6-lM)
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OK I still don't understand. If the ball is behind the axle the tongue will push the ball down and since there is only one axle the connection to the bus will have to go up...
OH, I get it, no tongue WEIGHT! It doesn't say a darned thing about tongue LIFT. Personally I'm distrustful of attempts to hide what's going on by playing with words, and more to the point, when was tongue lift ever a good thing?
Jim
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Judging from the picture of A trailer Toad it is apparent that the hitch ball is mere inches behind the centerline of the toad. I would suggest that there is a reason for this as it would be very easy to have the ball at the centreline.
There are other similar setups but having had a smaller car trailer at one time with 8 inch tires, because the wheels are spinning SO fast at highway speed any flat instantly disintegrate the tire. The trailer toad has full size wheels so is a much better setup.
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The major players in the coach conversion market are Angola, Country Coach, Custom Coach Corp, Liberty, Marathon, Royale, and Vantarè. Angola's will have the simplest house systems, Marathon's will have the most complex, proprietary systems. The others will fall somewhere in between. I prefer the KISS principle when it comes to complexity, and if you shop wisely, you, too, can "live rich thru depreciation" with a Prevost, especially in today's market. :o
RJ,
I know you are deeply tuned and current on the bus conversion hobby and was curious about your comment about today's market.
Maybe you can offer some perspective in two areas. First, that which we all play in, mostly older DIY and some conversions from the majors you mention. Then, quite curious about the charter and commercial bus operators and the current crippling lack of business and how that is impacting newer buses being shed off their books in order to stay alive and also adjust to drop in business. Obviously, second choice would be one who wants to relive the glory days of DIY bus conversions.
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OK I still don't understand. If the ball is behind the axle the tongue will push the ball down and since there is only one axle the connection to the bus will have to go up...
OH, I get it, no tongue WEIGHT! It doesn't say a darned thing about tongue LIFT. Personally I'm distrustful of attempts to hide what's going on by playing with words, and more to the point, when was tongue lift ever a good thing?
Jim
A trailer toad is the same principal as what truckers call jeeps to pull double trailers,my friend Don Smith aka Boxcar Okie had one if you going to point a from point b they are ok but you are not going to back a trailer up with one attached and for the price, they are made real cheap plastic fenders and all,Don (RIP) never did care for his one time he left here at my place for 2 months because it was a PITA where he was traveling too
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Don F, this bus tour company is selling off parts and I think buses,
In the Fresno CA area, 5599990972 Bill...
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A Newell Classic may fit your needs. Most are 40 ft diesel pushers (mid 70's thru 1989)
I think 1986 was the first year for 102 wide. The frame design is robust, shouldn't be any issues with towing your planned loads.
Power trains range from a 555 to 903 cummins -- 6v-92 to 8v92 (450+hp), steel tube frame, riveted aluminum sides & roof, simple systems, no computers . . . .
Prices are all over the map, but I've seen some advertised for $15k (needed some interior work), most have relatively low miles.
Newell only makes around 30 or so per year, so you won't find one on every corner, but they are very well built & have been well cared for!
Good luck with your search, I hope you have a fun time learning!
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Newell is one of the ground up builders that are very durable and well built. And very good deals from time to time. With so few built, it's pretty insightful how tight that community is when they pretty much all discuss the different specific units by serial number. A good thing when doing research since there is a good chance more is know about that specific unit, its condition, and how it was cared for.
Bill- thanks for the contact in Fresno.
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Prevost is not really a rich mans toy they can be had at bargains owners that buy one new just write one off for 5 to 7 years then a dealer grabs it.Prevost is the only player left in the game you see a few Vanhools,the Vanhool people like the Eagle and MCI they wanted the shell paid for when delivered.if you are on the Prevost converter list entertainment or RV conversions they will send a shell for no money till the bus is converted and sold or in the entertaiment field till it is finished and in revenue service. When you start paying 5 or $600,000.00 for a empty shell to convert you save a lot without any interest till it is sold.MCI rules the commuter bus business so they don't need the conversion business,the poor old Vanhool people now they have to beat on doors to sell theirs
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I guess that explains the existence of those 1 and 2 million+ dollar rigs. They have to find well heeled buyers to make the build affordable to do in the first place. And of course that means the very finest in fittings and furnishments in order to be able to sell to those well heeled buyers. Hmmm, and it's not a rich man's toy you say? I'd love to see the explanation for that one. Let me guess, a used Prevost coach costs about what an MCI does? Can't say I've seen that. Maybe a really run down Prevost vs a really nice MCI?
Was a time when you could buy a used Ferrari for almost what you'd pay for a Chevy..... nope, that never really happened either. Except in very rare and isolated cases. Never anything I was going to see, or any other average person either.
Jim
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Clifford - you must be a billionaire to say Prevost is not a rich man toy. Here is a Marathon you can pick up at such a deal $2.5 MILLION, really? Yes, real deal
https://www.marathoncoach.com/product/marathon-coach-1327/ (https://www.marathoncoach.com/product/marathon-coach-1327/)
Oh - budget buster you say, used ones are nice at $1 MILLION +
Or there's this one for a real steal at $500K and it even includes a VCR. now that won't last long. lol
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Clifford - you must be a billionaire to say Prevost is not a rich man toy. Here is a Marathon you can pick up at such a deal $2.5 MILLION, really? Yes, real deal
https://www.marathoncoach.com/product/marathon-coach-1327/
Oh - budget buster you say, used ones are nice at $1 MILLION +
It's possible to pick up a Prevost professional conversion for under $60,000 in really nice condition. Under $40,000 for one in decent shape. Lots of professional conversions can be purchased for pennies on the dollar if you don't need slides and other things.
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LOL my doctor just paid $2,985,000.00 for Foretravel converted Prevost,I did buy a new Vogue Prevost in 1997 but not for that kinda of money,for awhile I would buy Prevost trade in from Blades that owns Newell sell and make a few bucks lol but 2008 taught me a lesson,you can get good buys on used Prevost though we looked before buying our Country Coach
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True and for those who have a few more coins to spend upfront, some of the older Prevost are a great option. All complete, probably had basic maintenance and in fair running order, documented, and ready to roll.
But as you say, there won't be slides, none on a DY bus either (for most) and you have to like the ultra Vegas brothel mirrors and lights.
Of course you can remodel one but then you need to tack some number of thousands for the out the door, down the road price.
Still, some make the jump like RJ and others.
And to be fair and not scare off noobs, I'm sure Marathon rolls out fewer than a 100 a year, so it is a rarified clientele buying a personal mega buck RV. Entertainers are a different breed than what we want for our purposes.
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True and for those who have a few more coins to spend upfront, some of the older Prevost are a great option. All complete, probably had basic maintenance and in fair running order, documented, and ready to roll.
But as you say, there won't be slides, none on a DY bus either (for most) and you have to like the ultra Vegas brothel mirrors and lights.
Of course you can remodel one but then you need to tack some number of thousands for the out the door, down the road price.
Still, some make the jump like RJ and others.
And to be fair and not scare off noobs, I'm sure Marathon rolls out fewer than a 100 a year, so it is a rarified clientele buying a personal mega buck RV. Entertainers are a different breed than what we want for our purposes.
They are way over inflated to start with all you need to do is look at the prices on the build sheet a friggn CB for $800.00 you buy for 50 bucks,paint jobs for 85 grand
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Prevost Marathon older units resold to a buyer are in for one hell of a shock for repairs if they can't do the work themselves. My nephew has service records for the 92 he just bought. Most work is in the thousands or two. Oil change and lube at a Prevost service location in Fla. $880.00
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Prevost Marathon older units resold to a buyer are in for one hell of a shock for repairs if they can't do the work themselves. My nephew has service records for the 92 he just bought. Most work is in the thousands or two. Oil change and lube at a Prevost service location in Fla. $880.00
John tell your nephew to read up on the air system they have the most over designed air system of anything lol 1 Norgren valve may control 5 more Norgren valve on a H-41 I bought one time the thing had 5 Norgren valves to close the door,thinking about a Prevost Service center is why we do not own one today Sonja remembered some of those bills
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He is. He did show me the seal kits available for those valves. He'll probably do them all. I got onto the Prevost owners Facebook book page. They are really helpful for problems. Seems every issue posted gets 20 helpful replies right away. Majority are very useful. Their thoughts on the Norgren valves mirror yours and Vans,btw.
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Wasn't that a Prevost that it was going to cost something like $3000 to replace the windshield? A new one for my DL was about $350 from MCI at Louisville and I got a used one (actually 2) for about a hundred and I think I could change it by myself if I have to.
Jim
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For certain, Marathon, for example, when designing a product costing north of two million dollars barely considers economic operating and maintenance costs; it is all about the very best at basically any cost.
It does make one think twice about owning one of these, even older ones, as ongoing upkeep costs may be a lot more than our basic MCI and GM based ones.
That said, it's not mentioned much that buying an older Prevost conversion is going to cost more to run.
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That said, it's not mentioned much that buying an older Prevost conversion is going to cost more to run.
Don -
Explain, please.
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Seems Cliff mentioned his windshield cost $$$$. You get glass coverage with a reasonable deductible. Then it is not a worry.
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I guess it depends on where the work is done. Previous Marathon owner took it to some places that appeared to work on trucks. If they found a problem, they just replaced, not repair.
People here have reported high labor rates on their MCI's, Eagles, and other brands as well. This is a do it yourself hobby.
Thank God for those rich people that can write off their rigs in a couple of years, eventually getting down to bargain prices for us. Lets hope they don't loose interest. Newer generations may buy mostly planes or boats or Prius's or bicycles....
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If you're looking for a low mileage 40 footer I 'm the second owner bought of a deceased Freinds wife ( me for 10 years) 1991 Prevost XL, 97,000 miles serviced by Prevost Houston. I getting out of the game. $50,000. 8) I'll pay Gary juice if I sell it on here. ;D
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RJ,
I know you are deeply tuned and current on the bus conversion hobby and was curious about your comment about today's market.
Maybe you can offer some perspective in two areas. First, that which we all play in, mostly older DIY and some conversions from the majors you mention. Then, quite curious about the charter and commercial bus operators and the current crippling lack of business and how that is impacting newer buses being shed off their books in order to stay alive and also adjust to drop in business. Obviously, second choice would be one who wants to relive the glory days of DIY bus conversions.
Quote from: windtrader on Today at 04:12:45 PM (https://www.busconversionmagazine.com/forum/index.php?topic=35114.msg404658#msg404658)That said, it's not mentioned much that buying an older Prevost conversion is going to cost more to run.
Don -Explain, please.
RJ,
The question is more for you to offer insight to the used Prevost owners and cost of operation vs older GM/MCI conversions like you had previously.
There were multiple comments that Prevost may have more advanced systems and cost of parts and labor. So, my comment was along those lines that probably cost more to keep a Prevost and onboard systems all ship shape.
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. . . an older Prevost conversion is going to cost more to run.
Don -
When I asked "Explain, please," I was referring to this portion of your comment. What do you mean that it's "going to cost more to run?" Fuel? Tires? Batteries? Brakes? Please share your thoughts as to why you're thinking this way.
RJ
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Prevost are a good bus you need to stay on top of the maintaince if you neglect one long it can cost $$$ bui that applies to all buses,I spent a week upgrading a older Prevost from the Humphrey control valves to the Norgern valves it was supposed to be a improvement hadn't really worked out according to the owner,Prevost doesn't sell parts or the Humphreys anylonger so you change
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You got to pay to play!
I just spent thousands replacing the transmission on my 5C for example. It will be listed for sale soon. The new owner's gain...
I have to replace the Transynd fluid in the trans in my new Country Coach. That will be a big bill.
It doesn't matter what kind of bus you have, the upkeep is not cheap.
Unless you live in it full time, it is probably cheaper than owning and maintaining a house.
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You got to pay to play!
I just spent thousands replacing the transmission on my 5C for example. It will be listed for sale soon. The new owner's gain...
I have to replace the Transynd fluid in the trans in my new Country Coach. That will be a big bill.
It doesn't matter what kind of bus you have, the upkeep is not cheap.
Unless you live in it full time, it is probably cheaper than owning and maintaining a house.
Yep you are going to spend some bucks JC I had mine change at Allison those 2 filters inside the transmission are nasty to change,lol then the ISX holds 12 gals of oil,I am changing the antifreeze now more money,oh almost forgot the hyd tank for the fan drive if yours is like mine it has 3 filters inside the tank they are fun to change too plus the external filter
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Now being a bus owner for a few years, it is very clear how thick ones wallet needs to be to keep a bus fed and happy.
RJ, for some reason from the various comments about Prevosts in particular, it just seems cost and feeding is more than others such as MCI and GM.
Not specifically brakes, tires, filters, etc. but more that the systems may be more complex and therefore require more skill and specialized parts which cost more $$. That is really it.
So, simplifying this discussion to the core.
Do certain bus brands/models cost more/less than others to maintain?
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Now being a bus owner for a few years, it is very clear how thick ones wallet needs to be to keep a bus fed and happy.
RJ, for some reason from the various comments about Prevosts in particular, it just seems cost and feeding is more than others such as MCI and GM.
Not specifically brakes, tires, filters, etc. but more that the systems may be more complex and therefore require more skill and specialized parts which cost more $$. That is really it.
So, simplifying this discussion to the core.
Do certain bus brands/models cost more/less than others to maintain?
You need to ask a person that has owned a fleet of different buses for the correct answer MCI rules the highways and commuter bus line use so there has to be a reason,for older buses the Eagle is my favorite easy to work on with lots of off the shelf parts
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Do certain bus brands/models cost more/less than others to maintain?
I drove in a mixed fleet, H345, MCI D,E,J models.
Some fleets go Prevost, some fleets go MCI.
Cost to maintain in fleet use is equal, except when one or the other of them tries something new... or the various emissions plateaus, but that stuff hurt everyone the same.
The reason we hear all the song and dance in the conversion community has to do with apples and oranges... and the ratio of neglected chassis. As noted earlier, prevost makes chassis available for really good financing terms, caters to the conversion market, where mci does neither.
There's just a whole lot more prevost out there that had no maintenance done to them when they were being used as bling by the original owner, me thinks...
Ask anyone trying to get an mci kneeling system to work... similar screaming to the prevost crowd...
Happy coaching!
Buswarrior
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My kneel works. It only needed the kneel regulator backed down to the original 20 lb setting.
Jim
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Everyone that has replied, Thank you.
I haven't been able to reply in a couple of days due to preparing for the hurricane but I have been reading all of your input and researching all of your advice. Hopefully in a couple of days I will be able to reply to your suggestions better.
Please keep the info coming, I am learning a lot.
muldoonman pm sent
Thanks,
Robert
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@Robert D
Preparing for a hurricane...
Where are you located?
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Everyone that has replied, Thank you.
I haven't been able to reply in a couple of days due to preparing for the hurricane but I have been reading all of your input and researching all of your advice. Hopefully in a couple of days I will be able to reply to your suggestions better.
Please keep the info coming, I am learning a lot.
muldoonman pm sent
Thanks,
Robert
Robert I got you PM but it is not me selling a MCI 5 that will be JC (Lostagain ) 1 of the nicest MCI 5 you find when it goes on the market
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@Robert D
Preparing for a hurricane...
Where are you located?
I am in the Southern Florida Keys (Little Torch Key). The storm was pretty light here, it hit the Northern Keys and Miami/Dade with a lot of water.
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Lessons I learned the hard way. First do lots and lots of research. Learn way up on the bus conversion donor of your final choice. Learn everything you can. Internet. Rallys. Camping and traveling. You will be surprised and pleased when asking out right strangers about their Bus Conversion Coaches. Great people indeed.
Be prepared to spend at least twice the money planned and probably three times. Sometimes even more. It depends upon what you want from the coach. Bare bones boonie coaches are usually cheaper. 120 mph hot rod Bus Conversion coach conversions that are ticket and jail bait a tractors cost impossible sums or even more.
Are you physically fit? I was until I got ill. Could no long lift heavy stuff or have fun turning the big wrenches. Had to sell my Crown Supercoach. Booo Whoo. Figure 5 to 10 years down the road. Will you be physically able to do the ongoing conversion work? I loved such. I miss it deeply. Be sure you can do it.
What ever Coach you decide upon, understand these big complicated glorious wheeled monsters and best friends consume time and money even when they are standing still and not going anywhere. Fixed costs. Dynamic costs. All related costs. They add up quickly indeed. Kinda like a big yacht or a nice airplane.
Think outside the loop. What do you do camping and traveling? On road RV park camping? Off road boon docking camping? Long stays? Short stays? High mileage accurred? Low mileage? Do you drive slow and easy? Do your cruise at 80 mph? My Old Crown 10 wheeler would cruise at 80 but it was flat wide open.
While on the subject of correct Donor Coaches consider the older used Crown Super Coach ex schoolie. Most were 35 feet long. Non expensive. HD highway truck construction. 10 speeds. Jakes. As fast as you want to go. Spend as much as you want or like. Thinking outside the box is fun and profitable. Worked for me.
I still know some about older Crowns. Others here have forgotten more than I know. PEM me if ya wanta.
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I have talked to a few people on here over the phone and a few more have messaged me.
I wanted to thank all of you that have reached out to me so far.
I am still looking and, as suggested, still reading and learning before I jump into the deep end.
Keep the suggestions coming. I do read and research all of them.
Thanks,
Robert
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You want to pull a heavy trailer? You want to have easy maintenance? You want to be able to have the motorhome worked on anywhere? Get a truck conversion on a Freightliner, Kenworth or Peterbilt. You'll be much happier with it. Buses are a big pain in the butt.
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Just buy a conventional motor home and get it repaired anywhere, eliminate a lot of future drama, get insurance much easier, get better fuel mileage, as long as you stay away from Ford gas engine, avoid having your savings drained due to a breakdown out on the road, and enjoy traveling more without constant repairs. Oh, and save money every time you change the oil.
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Have you been to see any buses yet? Which ones have you actually been inside / driven / ridden in? It will make a huge difference to put your hands on a bus and see things in person. Given the trailer you want to pull, there are a few winners and a few losers (at least on paper) but none of that matters till you start to see things up close.
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You want to pull a heavy trailer? You want to have easy maintenance? You want to be able to have the motorhome worked on anywhere? Get a truck conversion on a Freightliner, Kenworth or Peterbilt. You'll be much happier with it. Buses are a big pain in the butt.
I do need to pull a heavy trailer.
Easy maintenance or worked on anywhere isn't much of a concern. I am a competent mechanic and will be doing the maintenance myself.
I have considered a Super C on a truck chassis but have never been a fan of the stick and staple type.
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Consider a Bluebird Wanderlodge. Since they are basically a school bus, easy to work on, have a solid frame full length and easy to add a suitable hitch. You can get a decent deal on a used one with the engine of your choice. Lot of common parts also.
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Have you been to see any buses yet? Which ones have you actually been inside / driven / ridden in? It will make a huge difference to put your hands on a bus and see things in person. Given the trailer you want to pull, there are a few winners and a few losers (at least on paper) but none of that matters till you start to see things up close.
So far I have been in a MC-5 and liked the size but the one I saw was not a good representation as it was in poor shape.
I looked at a MC-7 that was in very nice condition and a PD-4905 Buffalo. Both of which were bigger than we need. That's why I have been looking at the 35 footers.
We have looked at several newer 45' Prevost. They seem to be the most prevalent at the race tracks. They definitely are impressive but too big for me and way out of my price range.
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I agree about the Bluebird Wanderlodge. I was in an older 35-ft one this summer, and it was really nice inside. With the pretty standard T-drive setup there are lots of parts and options available to make improvements down the road.
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Bluebirds are steel skinned & one of the heaviest for what you get. All that weight has to be started & stopped . . . .
They are great coaches - even if the driver's area is a bit much more like an airplane cockpit . . .
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Just buy a conventional motor home and get it repaired anywhere, eliminate a lot of future drama, get insurance much easier, get better fuel mileage, as long as you stay away from Ford gas engine, avoid having your savings drained due to a breakdown out on the road, and enjoy traveling more without constant repairs. Oh, and save money every time you change the oil.
Did you have a bad experience with Ford gas engine? The V-10 is most prob common ford in RVs. They are quite strong and durable IF you change the oil regularly. If they sit a whole lot, the exhaust manifolds like to get leaks..aaarg!
I've had three and only one had leaky manifold gaskets on one side.
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It does seem to be cheaper and easier to just buy an RV and THIS is probably why there are so many RVs compared to buses.
I just love the look and feel of the big strong bus so I want that.
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Look at Beaver,Foretravel,Vogue or Country Coache in the 35 to 38 ft range they will have a Cummins or Cat power train and are built strong
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Spend time on the rv forums with owners that have the v10's and see some of the woes.
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Look at Beaver,Foretravel,Vogue or Country Coache in the 35 to 38 ft range they will have a Cummins or Cat power train and are built strong
Clifford, I really enjoy having you here for the deep OTR bus knowledge but I have to admit lately what I find ironically even more beneficial is you liking it both ways. LOL
That is, being able to offer informed perspective of both well built pusher RV and our bus conversions.
thank you
oh - you forgot Newell :)
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Clifford, I really enjoy having you here for the deep OTR bus knowledge but I have to admit lately what I find ironically even more beneficial is you liking it both ways. LOL
That is, being able to offer informed perspective of both well built pusher RV and our bus conversions.
thank you
oh - you forgot Newell :)
I didn't forget Newell ,finding a 35 ft Newell would be a challenge 'I still like buses but I also like my Country Coach
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Clifford is out of the closet now, he is not ashamed of being "bi". LOL.
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Clifford is out of the closet now, he is not ashamed of being "bi". LOL.
These RV's are not to shabby lol I lost a little fuel mileage coming across Texas with wind and 80mph speed limit but the last 400 miles in New Mexico and AZ it went back up running 70 mph and I know it going to take 60 gals of fuel to fill it up
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Good to see you are using it. You're driving lots of miles!
Sitting here in the shop with nowhere to go...
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Good to see you are using it. You're driving lots of miles!
Sitting here in the shop with nowhere to go...
JC you will love driving the CC it goes uphill the same speed as down hill no more running starts to make the next grade :^ priceless ,I need to buy a lighter tow vehicle the Envoy is heavy but the ISX doesn't seem to care though,Full of water,fuel and food I weighed 50,029 lbs without the toad
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JC, Do you know if a buyer can import your bus to the US? I know you guys sometimes have trouble buying a bus here and taking it there depending on the brand and age......asking for a friend. :)
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I remember a few years back when everyone complained when the coaches got 6 to 8 mpg. That's good mileage for 50,000 lbs., but still sucks at the pump.
I expect we'll be getting a fuel price spike in the next few years again, so drive them while you can.🤑
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My 5C that is for sale is registered as a private RV in Alberta. I think it could easily be registered anywhere with a bill of sale. Also now the border is closed to non essential traffic. But anybody can fly to and from the US and Canada. So an American could fly to Calgary and drive it back across, because they would be an American citizen going home. Or the bus could be taken across by a commercial hauler that would either drive it, or flat bed it.
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I remember a few years back when everyone complained when the coaches got 6 to 8 mpg. That's good mileage for 50,000 lbs., but still sucks at the pump.
I expect we'll be getting a fuel price spike in the next few years again, so drive them while you can.🤑
Yep 2007 we left home fuel was $1.55 3 months later we were still on the road paying $4.00 a gal cost me almost $500.00 on each fill up
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Summer 2008 Salida CO cost $1100 to fill the coach @ 4.99 per gallon
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We can get as low mpg as luvrbus averages! We love the round trip FL AK FL but the diesel tag is over $5000. :'(
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I'm a little late to this party but I too would recommend a BlueBird Wanderlodge. I loved my MCI and got a lot of complements on it but the BB I have now is as good or better in most areas.
There are several 36' and 38' models.
Factory equipped with a 10,000# Reese style hitch
6v92 or newer models have 8V92s with NO cooling problems.
Auto trans
All steel bodies
Full length steel frame
300 gallon fuel tank
40 gal propane
124 gal fresh
100 gal grey
94 gal black
12K Diesel generator
Well made and nicely appointed interiors.
A very active forum with around 4K members dedicated to only Wanderlodges. I think that is the most important feature. There is almost no problem somebody has not already had and solved and documented. Thousands of pages on documentation and factory diagrams or systems. This in no way is meant to impugn this forum. I and many others have benefited greatly from the help here. There is, however, an advantage to concentrating on only ONE manufacturer.
Check out https://www.wanderlodgeownersgroup.com. There is a wealth of info there.
TOM
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I'm a little late to this party but I too would recommend a BlueBird Wanderlodge. I loved my MCI and got a lot of complements on it but the BB I have now is as good or better in most areas.
There are several 36' and 38' models.
Factory equipped with a 10,000# Reese style hitch
6v92 or newer models have 8V92s with NO cooling problems.
Auto trans
All steel bodies
Full length steel frame
300 gallon fuel tank
40 gal propane
124 gal fresh
100 gal grey
94 gal black
12K Diesel generator
Well made and nicely appointed interiors.
A very active forum with around 4K members dedicated to only Wanderlodges. I think that is the most important feature. There is almost no problem somebody has not already had and solved and documented. Thousands of pages on documentation and factory diagrams or systems. This in no way is meant to impugn this forum. I and many others have benefited greatly from the help here. There is, however, an advantage to concentrating on only ONE manufacturer.
Check out https://www.wanderlodgeownersgroup.com. There is a wealth of info there.
TOM
Nothing wrong with the BB we would have purchased a Wanderlodge LX if the floor plan wasn't a bath and a 1/2 a 2009 model with 25.000 miles plus I wasn't crazy about the C-13 Cat engine .With the slides in the BB was hard to get to rear bedroom and bath so they added another 1/2 bath I thought was a waste but it was a nice bus and hard to walk away from
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personally, I cant get beyond the yellow paint.😅
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Sort of same feeling about BB, you have to take a few looks to see they are not a skoolie. Always hear good things about them mechanically, just not hot on the looks.
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The older Blue Birds look like a school bus nothing about the LX looks like a school bus they were made on the Blue Bird commuter bus chassis damn good looking bus IMO lol maybe the name just says school bus Chessie
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I went and looked at this 1972 MC-7 yesterday. It was in great shape. Stored inside. 20 years of service records. We took it for a short ride. On the plus side it has a working kegerator. Took a lot of pictures and a couple videos if anyone is interested. The price seems a little high to me, what does everyone think?
https://www.facebook.com/marketplace/item/4124059030942285/?ref=search&referral_code=undefined
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Looks like a Custom Coach in great shape. I'm partial since I own a CC, but I think that they did some really great conversions.
I paid $46k for my 1974 CC, but it only had 41,000 actual miles on it. This one has over a million miles, so I'm thinking that the asking price is high. I'd say it's worth looking at though, and if it has been well maintained may be a good bus.
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This was an executive bus and does not have a bedroom that I can see? What would you have to do to make a bedroom and what else to make it an RV? No shower either?
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This was an executive bus and does not have a bedroom that I can see? What would you have to do to make a bedroom and what else to make it an RV? No shower either?
It does not have a bedroom but the rear couches fold out to make one full width bed. I took the table down and folded out one side to see that they would meet in the middle. I didn't lay on it though so I don't know how comfortable it would be.
It does have a shower. It would need a good cleaning as it was used as a storage compartment. The caretaker for the current owners doesn't recall it ever being used so it's functionality would need to be checked.
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Looks like it still has the upper bunks in the rear 'bedroom' as well. Those fold down from the ceiling.
We have a similar setup, and I didn't have much trouble converting the two couches to twin beds. We find the twin beds much more convenient than having to move things between night & day.
It also looks to have the original CC a/c units, which should be able to be put in working order easily. They use off-the-shelf commercial refrigeration components still available, but like it needs nothing more than a recharge and new air dryer, if that.
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Look at the MCI 7 for sale in the ads on this board in New Mexico for under 20k good thing about the MCI 7 is they are easy to upgrade to different engines not like most MCI buses
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MCI7 Combo! Find one and put a 12V71 in it!
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I have been on that bus, and know the mechanics who maintained it. Art Pepin often let charitable groups use it to raise money and if you were lucky enough you might end up at the gulf front compound with a yacht ride. Of course there were complimentary AB beverages and Eagle snacks. Pepin took care of all his vehicles with his own in house mechanics- FWIW
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Look at the MCI 7 for sale in the ads on this board in New Mexico for under 20k good thing about the MCI 7 is they are easy to upgrade to different engines not like most MCI buses
The big difference is the conversion. This one is a Custom Coach. The one on BCM classifieds appears to be a DIY using an recycled Airstream interior. Big difference, but not sure how much value it adds without seeing it firsthand.
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The big difference is the conversion. This one is a Custom Coach. The one on BCM classifieds appears to be a DIY using an recycled Airstream interior. Big difference, but not sure how much value it adds without seeing it firsthand.
Custom Coaches are solid built we had a MCI 9 they converted but they weren't into great detail on some of their conversions in the later years IMO
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Being a 1972, I'd put this one right in the heyday of Custom Coach. The listing says it was fleet maintained and has maintenance records and DOT certification. Might be worth taking a look.
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I don't see drive train specs on the bus I am guessing a 8v71 and the MCI 7 could have a 4 speed manual or Allison most 7's with a automatic were the old H70 wet torque converter transmission,no matter what bus he buys with a 871 N/A engine it will struggle pulling a 24 ft enclosed trailer
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Were there multiple AB exec coaches? I swear I have seen one like that posted for sale in the past couple years, may be the same one.
If you are spending good money for a ready to roll bus conversion then think about the livability features and design differences between day exec and living in.
For example, I'd suspect many systems in this bus are not optimal; like black/gray tank size, fresh water size, stove, refrig, storage, so many design features that likely need to be modified, detracting from the higher initial costs.
I've seen many day coaches with a small sink and little counter space. A live in RV will be much more comfortable with a larger sink and more counter space. Many other similar comparisons.
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Were there multiple AB exec coaches? I swear I have seen one like that posted for sale in the past couple years, may be the same one.
If you are spending good money for a ready to roll bus conversion then think about the livability features and design differences between day exec and living in.
For example, I'd suspect many systems in this bus are not optimal; like black/gray tank size, fresh water size, stove, refrig, storage, so many design features that likely need to be modified, detracting from the higher initial costs.
I've seen many day coaches with a small sink and little counter space. A live in RV will be much more comfortable with a larger sink and more counter space. Many other similar comparisons.
Yes - there were a few AB buses converted by Custom Coach. I've attached the build number inventory for the CC buses.
Good points about livability on exec coaches, but a lot of that depends on how the bus is going to be used. We have a 35-ft CC which has a similar layout except shorter. The tradeoff of the smaller kitchen and bathroom is the larger living spaces. After refitting the couches in the rear bedroom to be twin beds, we have a really nice bedroom which still includes a large sofa (we kept the rear sofa) and lots of space to move about. Our kitchen is smaller, but we've spent weeks at a time in the bus and for the two of us it works out nicely. The front parlor with the dinette and sofa is also nice.
Custom Coach generally installed large tanks for fresh water and waste - ours are 90 gallons each but I've seen larger on the 40 and 45 ft buses. Counter space is really the biggest lacking we have, but storage overall is great for a 35-ft bus.
In the end, it all depends on the intended use.
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Looks like it still has the upper bunks in the rear 'bedroom' as well. Those fold down from the ceiling.
We have a similar setup, and I didn't have much trouble converting the two couches to twin beds. We find the twin beds much more convenient than having to move things between night & day.
It also looks to have the original CC a/c units, which should be able to be put in working order easily. They use off-the-shelf commercial refrigeration components still available, but like it needs nothing more than a recharge and new air dryer, if that.
It has the original A/C units and they do work. I don't remember the brand and I unfortunately I didn't get a picture.
Also, the OTR A/C works well.
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Sure don't build them like that anymore!
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I have been on that bus, and know the mechanics who maintained it. Art Pepin often let charitable groups use it to raise money and if you were lucky enough you might end up at the gulf front compound with a yacht ride. Of course there were complimentary AB beverages and Eagle snacks. Pepin took care of all his vehicles with his own in house mechanics- FWIW
They said that it has a current D.O.T. and has been maintained well.
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I don't see drive train specs on the bus I am guessing a 8v71 and the MCI 7 could have a 4 speed manual or Allison most 7's with a automatic were the old H70 wet torque converter transmission,no matter what bus he buys with a 871 N/A engine it will struggle pulling a 24 ft enclosed trailer
It has a 8V71 automatic. The shifter shows 6 speeds. I thought these would only have a 4 speed.
The towing capacity is the reason I am still on the fence about it. I will be towing a 20' trailer weighing 7500lbs at it's heaviest, hopefully around 6000lbs most of the time.
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How fast do you plan to pull that trailer and will you be pulling it through the mountains? I think those will be the deciding factors.
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The towing capacity is the reason I am still on the fence about it. I will be towing a 20' trailer weighing 7500lbs at it's heaviest, hopefully around 6000lbs most of the time.
Robert -
An MC-7 equipped with a restroom operating in revenue service was normally set up for 47 passengers. A full bus-load, at an average, say, of 160-165 lbs each. . . well, you can do the math.
Oh, and that number doesn't include three full baggage bins, either.
Point being? You're majoring in the minors here.
If you like the bus, buy it. Hook up your trailer and go. Downshift manually when you come to grades. Be prepared for 28-30 mph sitting on the governor in 2nd gear while pulling 6% grades, aka sit back and enjoy the scenery. 3rd gear with the Jake brake on coming down the 6% grade. Easy peasy.
If you're worried about structural damage to the coach from your trailer, buy a TrailerToad (www.trailertoad.com) to handle the tongue weight. Cheaper than attempting to repair the bus itself, you might even consider a TT as an insurance policy.
FWIW & HTH. . . ;)
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Yes - there were a few AB buses converted by Custom Coach. I've attached the build number inventory for the CC buses.
Good points about livability on exec coaches, but a lot of that depends on how the bus is going to be used. We have a 35-ft CC which has a similar layout except shorter. The tradeoff of the smaller kitchen and bathroom is the larger living spaces. After refitting the couches in the rear bedroom to be twin beds, we have a really nice bedroom which still includes a large sofa (we kept the rear sofa) and lots of space to move about. Our kitchen is smaller, but we've spent weeks at a time in the bus and for the two of us it works out nicely. The front parlor with the dinette and sofa is also nice.
Custom Coach generally installed large tanks for fresh water and waste - ours are 90 gallons each but I've seen larger on the 40 and 45 ft buses. Counter space is really the biggest lacking we have, but storage overall is great for a 35-ft bus.
In the end, it all depends on the intended use.
I'm not sure about the tank sizes. I didn't think about the possibility of them being smaller.
I didn't see the number for this unit on the list.
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It has a 8V71 automatic. The shifter shows 6 speeds. I thought these would only have a 4 speed.
The towing capacity is the reason I am still on the fence about it. I will be towing a 20' trailer weighing 7500lbs at it's heaviest, hopefully around 6000lbs most of the time.
That is the old H70 Allison shifter it has a overdrive gear
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The Custom Coach number is NOT the same as the MCI nunber. There are a few places it will be, but it won't be on the MCI plaques.
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I cannot find who the bus was delivered to new I can find the bus before and after but no 9572 so it wasn't a Greyhound or tour bus
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Where on the bus would I find the Custom Coach number?
The bus was converted new for Anheuser Busch then sold to the Anheuser distributer in the early 80's that currently owns it so I'm told.
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Where on the bus would I find the Custom Coach number?
The bus was converted new for Anheuser Busch then sold to the Anheuser distributer in the early 80's that currently owns it so I'm told.
The price is not that great I don't think 50k will buy a nice bus now days with lower mileage and a better transmission and engine ,the DOT inspections are ok but don't cover the drive train
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Where on the bus would I find the Custom Coach number?
The bus was converted new for Anheuser Busch then sold to the Anheuser distributer in the early 80's that currently owns it so I'm told.
Finding the Custom Coach build number can be a bit of a wild goose chase. I've found mine written in a few different places, but none of them are out in the open or on some type of plaque.
The easiest place to find it is if he seller has the manual issued by CC when they originally delivered it. Hopefully they still have that and the original manuals which were delivered with the bus to Busch. The manual is where I found my number the first time. After I started working on the bus I started to find it hand written in a number of places by someone at CC during the build.
If the destination sign roller curtain is the original, and it very well could be, the number is likely written on one end of the curtain itself. These were made by Transign and had some details printed on one end from the original order. It might also be written on the pot metal end caps for the roller - these are inserted into the metal tube the curtain is rolled on.
I've also seen my number hand written on the back side of numerous panels throughout the coach as I've opened them for inspection and service. It looked that the crew at CC wrote the number on all the interior components while they were being worked on prior to installation to make sure they went into the correct bus.
Sorry that I can't point you to a single plaque or something to find the number. If it was built for Busch. Since we know that my bus is from 1974 and was assigned CC #1915, my guess is that this bus is one of the two Busch builds just before it in the inventory.