Go Greyhound and leave the driving to us

[Gary Hatt - Publisher BCM]

The History of the Greyhound Silversides - Part 5 of 5

Who can tell us what model bus is in this short ad for Greyhound?

This is a video by Robert Redden.
 
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https://www.youtube.com/watch?v=IFoHORBOBpU

[CrabbyMilton]

Looks to be an MC9.

[luvrbus]

A 9 or 12 depends on the year of the video looks new, the doors are not duct taped on 

[Coach_and_Crown_Guy]

MC9. No question. They have the triple stack vertical rear light housings and not the very square quad housings used on the MC10/12's.  Remember the MC10's were custom ordered specially by Greydog long after the MC9's ceased production. This due to the lack of reliable and maintainable replacement coaches from any manufacturer, even the then current MCI models, 96/102a3... etc., weren't as good as the tried and proven MC9. A design for the ages just like the 3751, 4104, 4501, all built to run and run and run and make them money. Lots of these were run for way more than a million miles, more than once before Greydog considered parting with them.

I owned a 4501 for years in commercial service and it was the best driving and most reliable Coach, excepting the Crowns I ran which were the same way, I ever owned or operated. The MC9 was a great design perfectly executed that made it look easy for any operator to own and run at a profit any commercial venture. Simple, reliable, repairable, great to drive, and passenger comfort, what's not to like. I personally don't think there's been anything since that measures up to it for a perfect coach for commercial use. Of course this makes it very desirable for personal use since it won't usually break the bank on upkeep or operating expenses.

The only real downside is the unfortunate state of the 2-stroke Detroit Diesel situation today. I'm the biggest fan of DD's but even I have to admit that the parts, and service availability of 2-storkes is getting to a very bad situation. All MC9's were 2-strokes, 8V-71 or 6V-92T's. I do know there were a limited number of MC12's built with DD Series 50's since that's the only engine that will fit other than the 2-strokes, but these are extremely rare and real unicorns if you can find one.

[luvrbus]

I read somewhere that the D series was the most manufactured and best seller in MCI history it passed the MCI 9 five or 6 years ago in sales. I have one of two MCI 9's in the shop now built in 1978 

[Gary Hatt - Publisher BCM]

I read somewhere that the D series was the most manufactured and best seller in MCI history it passed the MCI 9 five or 6 years ago in sales. I have one of two MCI 9's in the shop now built in 1978

I always wanted a 102-D.  I think they all came with a Series 60 right?  I talked to the Service Manager in Los Alamitos one time when I had my MC-9 in for service, and even after the later models came out, he said if he were to convert a coach, it would be a 102-D, so that pretty much was going to be my next coach.  That is until the Eagle came along with the Series 60, 740 Allision Transmission, Jake Brakes, and Cruise Control.  They were on my list of requirements for my next bus.

I also agree on the MC-9. I loved mine and in a way wish i still had it, but that seemed like the workhorse of buses.

[luvrbus]

The early D's had the 8v92 for a short time,I have friend with one with the 2 huge radiators on the rear,the 1st 60 series in the D was the 11.1 L,350 Hp wasn't quite enough for the 45 ft DL

[CrabbyMilton]

CUMMINS and CAT. were optional as well.

[Coach_and_Crown_Guy]

I will stand corrected about the D's. I agree completely and merely forgot about them actually when I made my list. I've driven mostly DL's for many years and agree they are about the perfect combination of all the best MCI engineering, reliability, maintainability etc. and I completely agree that the Series 60 engines makes it a killer combination. They never get hot going up hills (unless of course there's a REAL cooling problem), they have so much power they drive and handle like a BIG car. I love 'em.

Actually I'm on the hunt for a nice D (40ft) and not a DL (45ft). I've driven the 45ft coaches so much and taken them most everywhere, but I feel that for a conversion that I might want to take into some sporty situations I'd much prefer the 40ft length and not have to worry about where I can drag the damn thing into, or if I'll be able to get it out again.... I'm just tired of always being on edge and paranoid about where, and even if, I can take the 45ft 102" wide Beasties.

A well taken care of pre-2000 "D" with a 12.7L Series 60 is what I'm going to find and build my conversion on. Best of all worlds. A nice fully equipped Coach yet still small enough to go most anywhere. Almost like my Crowns, which truly can go most anywhere, except for being an MCI Coach and all the goodies therein. What's not to love.

[Jim Blackwood]

That was my approach except that in the end I just couldn't find a D at a price I could afford, so went with the DL. Simply had to face the fact that if I spent all my money on the bus I wouldn't be able to afford the conversion.

I think it was the right choice. What sealed the deal with me was when I ran across a chart listing turning clearances needed for the various bus models and the D and DL were within mere inches of each other. At that point it quit making that much difference. And I've got to say the extra room inside and in the bays sure is nice.

Jim

[Glennman]

I have had several buses in my day. First was a 40 foot 102" '68 GMC Fishbowl with no power steering. My current '02 MCI D4500 is a lot easier to get in and out of places, as the power steering makes up for that. My '74 MC-8 has power steering, and I can't say that it is any harder to maneuver than the D4500, at least that I can tell. I've found that the longer you drive one the smaller it gets (as long as you don't forget that it is actually 45 feet!).

[windtrader]

I've found that the longer you drive one the smaller it gets (as long as you don't forget that it is actually 45 feet!).

Isn't that really the most impactful aspect to driving a bus with skill and confidence. It is the most difficult of all things related to the bus - getting enough seat time to be fully competent. not saying that driving much less means one is not compentant - LOL

[dtcerrato]

That's a statement that holds true especially on Alaska road trips. Those trips are usually 10 to 12K miles round trip spread over almost half a year and the time at the wheel and the adverse road conditions will keep a bus driver and a bus on their game.

[luvrbus]

Isn't that really the most impactful aspect to driving a bus with skill and confidence. It is the most difficult of all things related to the bus - getting enough seat time to be fully competent. not saying that driving much less means one is not compentant - LOL

The GM 4905 must take a lot driving to get experience, my gate is 22 ft wide and has been hit 4 times LOL every time it was someone driving a 4905 GM,one person wanted me to turn his damaged bay door (he hit the gate) in on my insurance

[lostagain]

The hockey team bus I looked after and drove for  several years was a 1995 40' MCI 102 D, with the pre EGR 12.7L Series 60 and 7 speed manual. Great car. A hot rod!