Recent Posts

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Bus Topics ( click here for quick start! ) / Re: 99 MCI 102DL3 Speedometer Questions

« Last post by Matt Crowder on April 21, 2025, 07:22:09 PM »

Just wanted to follow up with the solution in the event anyone else runs into this.

I think there is a typo in the maintenance manuals I have. The maintenance manual says the Dixon speedometer is supposed to have 4x bolts. It says the same thing for the alternate Sigmanetics. Given that information, I had initially installed 4x 1/4-20 bolts which was giving me about 1/2 the expected speed.

After looking closer, I noticed that while the maintenance book says 4x bolts, the parts book actually lists 8x 1/4-20 bolts for the installation. Once I verified the front wheel speed sensor wasn't used for anything else like tag steering (it's speed switch is tied to the transmission / road speed generator), I decided to give it a try.

Sure enough, after changing to 8x bolts both the speedometer and odometer were pretty much spot on accurate.

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Bus Topics ( click here for quick start! ) / Where the Eagle Came From – Part 2

« Last post by Gary Hatt - Publisher BCM on April 18, 2025, 01:06:37 PM »

See the refurbished articulating 60-passenger Eagle bus at Wilson Bus.

In 1958, the first Silver Eagle appeared.

White wall tires were popular but didn’t work out very well.

Some 01 Eagles had square wheel wells.

See the Belgium Eagle bus and car facility. In 1962 the Eagle 01 was introduced with a high roof for more luggage space.

They introduced by-fold luggage doors.

In 1969 the Eagle 05 was born.

Some Eagle 04 models came into the US from Canada.

https://youtu.be/Y0C5mU5aoZk

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Bus Topics ( click here for quick start! ) / Re: Hydrogen retro fit and semi retro fit diesel motors

« Last post by lvmci on April 18, 2025, 07:08:37 AM »

JCB’s Hydrogen Engine: Pioneering the Future of Sustainable Construction
April 11, 2025 Alessin Hacn
...The First Commercially Viable Hydrogen-Powered Engine
This approval marks JCB as the first construction equipment manufacturer to develop a fully functional hydrogen-powered engine for commercial use. Unlike fuel-cell electric alternatives, hydrogen combustion engines leverage existing infrastructure, making the transition to cleaner energy more practical for industries reliant on heavy-duty machinery.

Over 130 Evaluation Engines in Testing
JCB has already produced more than 130 prototype hydrogen engines, which are undergoing rigorous testing in real-world conditions. ..

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Bus Topics ( click here for quick start! ) / Building Your Own Custom Holding Tanks

« Last post by Gary Hatt - Publisher BCM on April 16, 2025, 07:30:43 PM »

This article provides a detailed, cost-saving method for constructing a custom holding tank using plywood and fiberglass. It begins with planning the tank’s size and shape, calculating its volume, and sketching out locations for fittings like drain holes and sight glasses. The tank is built from ¾” plywood, assembled with glue and screws, and reinforced with corner braces.

Fittings are custom-made using PVC pipes and sealed with high-quality caulk. Once assembled, the interior and exterior of the tank are coated with fiberglass cloth and resin to ensure durability and waterproofing. After curing, the tank is tested for leaks by filling it with water. The top is then sealed with caulking and screws.

To prevent freezing in cold climates, the article suggests placing the tank on a waterbed heater. Lastly, installation into a bus or RV can be done using brackets to secure the tank.
Click on the link below to read this archived article. 

https://www.busconversionmagazine.com/articles/conversion-and-nomad-life-tips-tricks-and-information/building-your-own-custom-holding-tanks/


Become a member of BCM for only $12 annually and gain immediate access to all New Articles and Buses for Sale six months before non-members. You will also have access to other valuable information and discounts on all RV components, as well as the ability to read over 2,500 articles on Bus Conversions that apply to any RV conversion you are interested in.  To access all this information, select the "Become a Member" option at the top of our website.

65

Bus Topics ( click here for quick start! ) / Re: fuel shutoff stays applied

« Last post by Brian R. on April 15, 2025, 12:54:42 PM »

Thanks for the tips guys. I'll be running this down soon, (finishing up a new propane compartment at present).  Skinner valve that I installed is hard to reach, as usual, but then what isn't. At least I know it isn't a neutral safety switch issue as I have none on this 1960 bus. Will checkout my rear panel start/stop for proper function. I was thinking maybe the stop switch was staying energized but the after I crack the airline and hook it back up it stays off. Will check with multimeter when it is stuck on.   Cheers Brian R

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Bus Topics ( click here for quick start! ) / Re: Problem with engine stop circuit

« Last post by windtrader on April 15, 2025, 12:08:54 AM »

Thanks Clifford,
Will update once I continue chasing wires back from the relays on the bulkhead. And you are correct, even with the factory manual, some of the circuits like this one are hard to find.

67

Bus Topics ( click here for quick start! ) / Re: 50dn low bolts

« Last post by 6805eagleguy on April 14, 2025, 07:53:44 PM »

Haven't  heard from you for awhile. How are things in the great state of nebraska.
Wayne

Doing good Wayne, bus is on the back burner but chipping away as time allows .

Mason people cannot say you don't do a follow up lol 4 years but you replied

Doing my best

68

Bus Topics ( click here for quick start! ) / Re: fuel shutoff stays applied

« Last post by Coach_and_Crown_Guy on April 14, 2025, 04:25:02 PM »

There may also be a real reason some system is not releasing the Skinner valve to let the engine start. Maybe a relay that energizes the Skinner? Another thing on the manual transmissions is a neutral safety switch on the linkage that won't allow the engine to crank over if in gear. The automatics also have a neutral safety switch so it's in neutral. Be sure to check all the upstream systems and interlocks ahead of the Skinner valve and air actuating cylinder pushing on the stop lever. The final fail safe procedure should be to remove the airline from the actuator cylinder so the engine will run and then stop the engine by hand by pushing down the stop lever. I know this sounds like merely engine cranking interlocks but there may also be engine stop/run tie-ins to be considered.

Another thing to Really look at is to check out thoroughly the proper switch position settings on the mechanics panel in the engine bay. Are the switches themselves in the correct position for Front/Rear operation and is the Safety switch engaged which kills the cranking and probably the Skinner valve too. The switches MAY be faulty or even the panel has been tinkered with through the years by "Mechanics" and may no longer operate as designed. Question EVERYTHING and don't make assumptions that because it looks OK that it's really working as it should. The Skinner and air actuator are the very LAST operation in the chain of logic events that create the condition for engine Stop/Run. If something isn't right up-line they are not the true cause of the failure. You can override and remove the air line which I've done in the past to get the bus home, but the real fault needs to be rooted out and repaired. One reason I like the pure mechanical engines so much.

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Bus Topics ( click here for quick start! ) / Re: fuel shutoff stays applied

« Last post by luvrbus on April 14, 2025, 10:48:38 AM »

Take the air line off the shut down cylinder 1st and see if the skinner valve is working both ways  off you should air, starting and running you should have no air to cylinder,they do have a vent on the front plate with the 2 screws they also have a spring  inside to return the piston with no air,they vent at the skinner valve,the vent on the cylinder is for when the piston extends for shut down

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Bus Topics ( click here for quick start! ) / fuel shutoff stays applied

« Last post by Brian R. on April 14, 2025, 09:54:04 AM »

I have a 6v92 with an air activated (from a skinner valve) fuel shutoff piston that pushes the fuel shutoff lever.  Problem is that it stays applied most of the time.  I have to crack a fitting in the air line to vent the air then the piston retracts and I can start the engine.  I'm assuming that the piston housing should have a vent hole so the air can escape after the initial blast triggers the piston.  Haven't pulled it off yet to look but is this the correct thought or is something else involved ?  Thoughts appreciated.