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+--- Thread: Better understanding (/showthread.php?tid=3220)
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Better understanding - The Squires - 08-18-2006 14:53
All,
I have been reading and studying the BB history and have a few questions:
1) As I understand it, all of the xxV71 engines are "V" in construction and
are 2-cycle. Is that correct?
2) I believe that I would really want to stick with 4 cycle engines. Is
the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
3) From the used ads, appears that the DD60 series did not show up until
mid-90s and they seemed to be matched with 6-speed Allison's. Are this
facts correct?
4) In the mid-90s, I see quite a few BMC models. From there weight and
engine combinations, these appear to be cheaper BB. Don't want to insult
anyone. Is their construction the same "bus" standard or closer to the
fiberglass/paper M/H?
5) Do the PT, LX, & LXI have the "bus" construction with metal outsides?
[Non-text portions of this message have been removed]
Better understanding - The Squires - 08-18-2006 15:03
Sorry, My computer locked up and then sent the e-mail below without signing
out. I apologize for the 2 e-mails and the many questions. I know the
experts on this site should be able to answer the questions off the top of
their heads. I have found that their are quite a few very knowledgeable
folks on this users group with very little flaming.
Thanks,
Jimmy
-----Original Message-----
From: The Squires [mailto:j-squires@...]
Sent: Friday, August 18, 2006 9:53 PM
To: WanderlodgeForum@yahoogroups.com
Subject: Better understanding
All,
I have been reading and studying the BB history and have a few questions:
1) As I understand it, all of the xxV71 engines are "V" in construction
and are 2-cycle. Is that correct?
2) I believe that I would really want to stick with 4 cycle engines. Is
the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
3) From the used ads, appears that the DD60 series did not show up until
mid-90s and they seemed to be matched with 6-speed Allison's. Are this
facts correct?
4) In the mid-90s, I see quite a few BMC models. From there weight and
engine combinations, these appear to be cheaper BB. Don't want to insult
anyone. Is their construction the same "bus" standard or closer to the
fiberglass/paper M/H?
5) Do the PT, LX, & LXI have the "bus" construction with metal outsides?
[Non-text portions of this message have been removed]
Better understanding - Gregory OConnor - 08-18-2006 17:12
Jimmy, much of the info you request is listed on
http://vintagebirds.com/
I'm not an expert but the DD V's are the only 2cycle. BMC are
everybit a BlueBird, all steel, and a highend model.
Gregory O'Connor
94ptRomolandCa
flaming
--- In WanderlodgeForum@yahoogroups.com, "The Squires"
>
> Sorry, My computer locked up and then sent the e-mail below without
signing
> out. I apologize for the 2 e-mails and the many questions. I know
the
> experts on this site should be able to answer the questions off the
top of
> their heads. I have found that their are quite a few very
knowledgeable
> folks on this users group with very little flaming.
>
> Thanks,
> Jimmy
> -----Original Message-----
> From: The Squires [mailto:j-squires@...]
> Sent: Friday, August 18, 2006 9:53 PM
> To: WanderlodgeForum@yahoogroups.com
> Subject: Better understanding
>
>
> All,
>
> I have been reading and studying the BB history and have a few
questions:
>
> 1) As I understand it, all of the xxV71 engines are "V" in
construction
> and are 2-cycle. Is that correct?
>
> 2) I believe that I would really want to stick with 4 cycle
engines. Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
>
> 3) From the used ads, appears that the DD60 series did not show
up until
> mid-90s and they seemed to be matched with 6-speed Allison's. Are
this
> facts correct?
>
> 4) In the mid-90s, I see quite a few BMC models. From there
weight and
> engine combinations, these appear to be cheaper BB. Don't want to
insult
> anyone. Is their construction the same "bus" standard or closer to
the
> fiberglass/paper M/H?
>
> 5) Do the PT, LX, & LXI have the "bus" construction with metal
outsides?
>
>
> [Non-text portions of this message have been removed]
>
Better understanding - Al - 08-19-2006 01:02
The BMC line does not have all the bells & whistles of the PT
models. The holding tanks on the BMC are 1/2 of the PT. But for
the same money you can get a 5 - 6 year newer Bird with a Cummins /
Allison 6 speed Tranny. A 5 - 6 year new bird means your other
equipemnt that breaks is newer and hopefully will have less
maintence issues. The BMC is all steel except the front / rear
caps. I looked at FT, SP, PT before deciding the BMC was the best
value for the money. The BMC comes in a 38 or 40' model. We chose
the 38 because majority of our camping is in State or Army of
Engineer Parks. Trust me, look over the BMC closely!
Al Johnson
'96 BMC B75
'03 Dodge B100
'93 Dodge B100
'04 VW Passat Petro Diesel going to B100
'00 Infiniti I30 For Sale
--- In WanderlodgeForum@yahoogroups.com, "The Squires"
>
> All,
>
> I have been reading and studying the BB history and have a few
questions:
>
> 1) As I understand it, all of the xxV71 engines are "V" in
construction and
> are 2-cycle. Is that correct?
>
> 2) I believe that I would really want to stick with 4 cycle
engines. Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
>
> 3) From the used ads, appears that the DD60 series did not show
up until
> mid-90s and they seemed to be matched with 6-speed Allison's. Are
this
> facts correct?
>
> 4) In the mid-90s, I see quite a few BMC models. From there
weight and
> engine combinations, these appear to be cheaper BB. Don't want to
insult
> anyone. Is their construction the same "bus" standard or closer
to the
> fiberglass/paper M/H?
>
> 5) Do the PT, LX, & LXI have the "bus" construction with metal
outsides?
>
>
> [Non-text portions of this message have been removed]
>
Better understanding - davidkerryedwards - 08-19-2006 02:00
The CAT 3208 is a 4 cycle. It is roughly the equivalent of the
Detroit 8.2 4 cycle which Bluebird put in the schoolbus versions but
never in the Wanderlodge to my knowledge. The CAT 3208 has a much
better reputation than the Detroit 8.2 which had headbolt problems.
The 3208 was built in various configurations with hp ranging from 160
up to about 425 in marine versions. I believe the Wanderlodge
iterations vary from 210hp to 300hp depending on whether they are
turbocharged and intercooled.
Kerry
82 FC 35
Denver
- I believe that I would really want to stick with 4 cycle engines. Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
>
>
Better understanding - Leroy Eckert - 08-19-2006 04:20
Jimmy:
I will try to answer your questions to the best of my knowledge. If I get
something wrong someone on the site will correct me. That's OK, it is how you
learn.
The xxv71 is 2 cycle? They are V configuration and are 2 cycle. 8V92 means
V-8 with a piston size of 82 cu in or 736 cu in for a 8V92. My 8v92 is 475HP.
Cat 3208 are 4 cycle engines
All 60 series diesels that I have seen have Allison 6 speed world tranmissions
mated to them. I do not think that would be the only configuration available,
but do not know for certain. The Series 60 came out around 95 or 96
BMC- How do I say this? BMC's have somewhat less amenities than Wanderlodge but
are constructed to the same quality standards as BB. I have a friend who owns a
BMC his with a rare tag axel. He has Cummins power instead of Detroit. BMC
should not be mentioned in the same breath with fiberglass coaches. BMC's are
far above fiberglass coaches in quality, reliability, longivity and
construction. They are just a different model BB.
Metal sides--I believe all BB's have metal sides. I have a WB-40 (widebody). It
is a tank with GVWR of 47,400lbs.
The only fiberglass on the bus is the engine hatch cover, the rear cap, the
overhead front valance and the front lower load center access panel. The LX
has less luxury items than the LXI. I do not know how PT became WB or visa
versa unless it defines width. WB seems to have been used in 1990-1991 and
returned to PT in 1993.
That's all I know. Hope it is all correct and helps you decide.
Leroy Eckert
1990 WB-40
Niceville, FL
----- Original Message -----
From: The Squires
To: WanderlodgeForum@yahoogroups.com
Sent: Friday, August 18, 2006 9:53 PM
Subject: [WanderlodgeForum] Better understanding
All,
I have been reading and studying the BB history and have a few questions:
1) As I understand it, all of the xxV71 engines are "V" in construction and
are 2-cycle. Is that correct?
2) I believe that I would really want to stick with 4 cycle engines. Is
the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
3) From the used ads, appears that the DD60 series did not show up until
mid-90s and they seemed to be matched with 6-speed Allison's. Are this
facts correct?
4) In the mid-90s, I see quite a few BMC models. From there weight and
engine combinations, these appear to be cheaper BB. Don't want to insult
anyone. Is their construction the same "bus" standard or closer to the
fiberglass/paper M/H?
5) Do the PT, LX, & LXI have the "bus" construction with metal outsides?
[Non-text portions of this message have been removed]
[Non-text portions of this message have been removed]
Better understanding - Jeff Miller - 08-19-2006 05:16
The 8V71 engine is a 71cu-in per cylinder V8, "71-series", not used
in the Wanderlodge line. More common in earlier buses. The 92-series
is so designated for 92cu-in displacement per cylinder, the 8V92TA
being a V8. All of the 71 and 92-series Detroit Diesels are 2-stroke.
The XX92TA is Turbocharged, and Supercharged. The supercharger (roots-
type blower mounted in the valley) is there to push out the exhaust
air and in the fresh at low RPMs, necessary for operation not really
power-enhancing, the Turbo adds power and high-altitude capabilities.
All 92-series engines are 2-stroke engines. Lots of power, good
engines in their time. What killed them in the marketplace was the
emissions, and also the fuel efficiency. The newer inline-6 4-stroke
was well proven and more efficient, met emission standards, and had a
much flatter power curve which gave it good low-rpm power for
climbing and accelerating. It also was an electronic engine which
mated better to the ATAC transmissions.
The 6V92TA was the PT engine (Pusher, Tag-axle) engine from '82
through '85 with the 5-speed mechanically shifted Allison
transmission. All but '82 were the 330hp "silver block", mechanically
injected.
In '86 Wanderlodge began to offer the optional 475-500hp 8V92TA with
the 4-speed electronically shifted ATEC (Allison Transmission
Electronic control) transmission on the 38' and 40', standard in '88
on the newly introduced WLWB (WanderLodge Wide Body) coach.
Around '91 (not sure) the 5-speed electronic transmission replaced
the electronic control 4-speed on the 8V92TA. In '88 the 8V92TA
became a DDEC 1 engine (Detroit Diesel Electronic Control) which
talked with the ATEC, in early '89 it went to the much more
serviceable DDECII and so-on.
'95 was the first year for the 470-500hp S-60 Detroit, available in
the 42' (became designated 43' in '97), the S-60 was installed in
both the 41' and 43' from '97 on, all s-60 engines have the Allison
HD-4060 six-speed double-overdrive electronic transmission.
Some Lxs have the optional S-60 engine, the standard engine was a
450hp Cummins.
The 3208 was first available in '76 in the FC coaches, it was a 210hp
(190hp California) 3208Na (Naturally aspirated, automatic
transmission) with the Allison MT-643 4-speed mechanically-shifted
automatic.
In '83 the 225hp 3208Ta "intercity" engine was installed
(Turbocharged, automatic transmission) with a re-tuned allison.
In late '83 and pretty much all replaced engines; the 250hp 3208Ta
with a re-tuned torque-converter, through '1986. The 3208Na was a
3050rpm engine (full-rated at 2800rpm) and was geared with 5.29:1
differential, the 3208Ta a 2800rpm (2650 full-rated) with taller
4.89:1 gears.
In '87 the FC (and the 89-92 SP (Single axle Pusher)) was re-powered
with the 300hp 3000rpm 3208 ATAAC (Air To Air Aftercooled), and with
the allison limited to 250hp, the chosen transmission was the 5-speed
overdrive electronic ZF 5-HP-500 transmission with again a 5.29:1
differential.
The 3208 is an under-tuned engine in this application, running up to
300hp, the same block is used for the 435hp marine engine and is very
reliable up through the 325hp marine engine.
The 3208 like the 92-series was replaced because the newer inline-6
electronic engines were cleaner-burning and more fuel efficient, and
because the electronic engines were better matched to the electronic
transmissions and controls. All good engines, will last a long time
if well maintained and not abused. Many failed 3208 and DD engines
expire after a long period of non-use, a change of hands, and off it
goes. I'd be willing to bet that the largest number of the failed
engines are due to a radiator / cooling system failure which could
have been prevented.
The BMC was a '94-'97 attempt to create yet another "entry-level"
Wanderlodge.
The Wanderlodge, through the '2002 Lx/Lxi was built from a pile of
steel in the BlueBird bus plant, the completed bus body/chassis
driven across the street to the Wanderlodge facility to become a
motorhome.
The BMC is significantly different in that it is a purchased Spartan
Mountain-Master chassis which BlueBird buys as a rolling-chassis, and
builds the steel-bodied BMC on top. In my mind it is more Wanderloge
than BlueBird, all in the name. The later BMCs, especially the 40'
450hp were equipped so close to the Wanderlodges of the same year to
be difficult to tell the difference looking rearward on the inside.
Head-and-shoulders above any plastic-disposable RV.
All Wanderlodges through the '2002 Lx/Lxi are steel-bodied over steel
one-piece wall-roof-wall bows. In '98 the Lxi became bonded instead
of riveted, the end-caps are fiberglass, but still steel walls and
roof (typically under an aluminum roof-deck and luggage-rack).
Good luck,
- Jeff Miller
in Holland, MI
--- In WanderlodgeForum@yahoogroups.com, "The Squires"
>
> All,
>
> I have been reading and studying the BB history and have a few
questions:
>
> 1) As I understand it, all of the xxV71 engines are "V" in
construction and
> are 2-cycle. Is that correct?
>
> 2) I believe that I would really want to stick with 4 cycle
engines. Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
>
> 3) From the used ads, appears that the DD60 series did not show up
until
> mid-90s and they seemed to be matched with 6-speed Allison's. Are
this
> facts correct?
>
> 4) In the mid-90s, I see quite a few BMC models. From there
weight and
> engine combinations, these appear to be cheaper BB. Don't want to
insult
> anyone. Is their construction the same "bus" standard or closer to
the
> fiberglass/paper M/H?
>
> 5) Do the PT, LX, & LXI have the "bus" construction with metal
outsides?
>
>
> [Non-text portions of this message have been removed]
>
Better understanding - The Squires - 08-19-2006 05:49
Jeff,
WOW! Thanks! I think this explanation should go in the files section. I
certainly plan to keep it. So the 3208 predates the V series. Was it also
2-cycle? I have read about several problems with the ZF transmission: Who
made it and how easy is it to get repaired.
Thanks again for this wealth of information,
Jimmy
-----Original Message-----
From: WanderlodgeForum@yahoogroups.com
[mailto:WanderlodgeForum@yahoogroups.com]On Behalf Of Jeff Miller
Sent: Saturday, August 19, 2006 12:17 PM
To: WanderlodgeForum@yahoogroups.com
Subject: [WanderlodgeForum] Re: Better understanding
The 8V71 engine is a 71cu-in per cylinder V8, "71-series", not used
in the Wanderlodge line. More common in earlier buses. The 92-series
is so designated for 92cu-in displacement per cylinder, the 8V92TA
being a V8. All of the 71 and 92-series Detroit Diesels are 2-stroke.
The XX92TA is Turbocharged, and Supercharged. The supercharger (roots-
type blower mounted in the valley) is there to push out the exhaust
air and in the fresh at low RPMs, necessary for operation not really
power-enhancing, the Turbo adds power and high-altitude capabilities.
All 92-series engines are 2-stroke engines. Lots of power, good
engines in their time. What killed them in the marketplace was the
emissions, and also the fuel efficiency. The newer inline-6 4-stroke
was well proven and more efficient, met emission standards, and had a
much flatter power curve which gave it good low-rpm power for
climbing and accelerating. It also was an electronic engine which
mated better to the ATAC transmissions.
The 6V92TA was the PT engine (Pusher, Tag-axle) engine from '82
through '85 with the 5-speed mechanically shifted Allison
transmission. All but '82 were the 330hp "silver block", mechanically
injected.
In '86 Wanderlodge began to offer the optional 475-500hp 8V92TA with
the 4-speed electronically shifted ATEC (Allison Transmission
Electronic control) transmission on the 38' and 40', standard in '88
on the newly introduced WLWB (WanderLodge Wide Body) coach.
Around '91 (not sure) the 5-speed electronic transmission replaced
the electronic control 4-speed on the 8V92TA. In '88 the 8V92TA
became a DDEC 1 engine (Detroit Diesel Electronic Control) which
talked with the ATEC, in early '89 it went to the much more
serviceable DDECII and so-on.
'95 was the first year for the 470-500hp S-60 Detroit, available in
the 42' (became designated 43' in '97), the S-60 was installed in
both the 41' and 43' from '97 on, all s-60 engines have the Allison
HD-4060 six-speed double-overdrive electronic transmission.
Some Lxs have the optional S-60 engine, the standard engine was a
450hp Cummins.
The 3208 was first available in '76 in the FC coaches, it was a 210hp
(190hp California) 3208Na (Naturally aspirated, automatic
transmission) with the Allison MT-643 4-speed mechanically-shifted
automatic.
In '83 the 225hp 3208Ta "intercity" engine was installed
(Turbocharged, automatic transmission) with a re-tuned allison.
In late '83 and pretty much all replaced engines; the 250hp 3208Ta
with a re-tuned torque-converter, through '1986. The 3208Na was a
3050rpm engine (full-rated at 2800rpm) and was geared with 5.29:1
differential, the 3208Ta a 2800rpm (2650 full-rated) with taller
4.89:1 gears.
In '87 the FC (and the 89-92 SP (Single axle Pusher)) was re-powered
with the 300hp 3000rpm 3208 ATAAC (Air To Air Aftercooled), and with
the allison limited to 250hp, the chosen transmission was the 5-speed
overdrive electronic ZF 5-HP-500 transmission with again a 5.29:1
differential.
The 3208 is an under-tuned engine in this application, running up to
300hp, the same block is used for the 435hp marine engine and is very
reliable up through the 325hp marine engine.
The 3208 like the 92-series was replaced because the newer inline-6
electronic engines were cleaner-burning and more fuel efficient, and
because the electronic engines were better matched to the electronic
transmissions and controls. All good engines, will last a long time
if well maintained and not abused. Many failed 3208 and DD engines
expire after a long period of non-use, a change of hands, and off it
goes. I'd be willing to bet that the largest number of the failed
engines are due to a radiator / cooling system failure which could
have been prevented.
The BMC was a '94-'97 attempt to create yet another "entry-level"
Wanderlodge.
The Wanderlodge, through the '2002 Lx/Lxi was built from a pile of
steel in the BlueBird bus plant, the completed bus body/chassis
driven across the street to the Wanderlodge facility to become a
motorhome.
The BMC is significantly different in that it is a purchased Spartan
Mountain-Master chassis which BlueBird buys as a rolling-chassis, and
builds the steel-bodied BMC on top. In my mind it is more Wanderloge
than BlueBird, all in the name. The later BMCs, especially the 40'
450hp were equipped so close to the Wanderlodges of the same year to
be difficult to tell the difference looking rearward on the inside.
Head-and-shoulders above any plastic-disposable RV.
All Wanderlodges through the '2002 Lx/Lxi are steel-bodied over steel
one-piece wall-roof-wall bows. In '98 the Lxi became bonded instead
of riveted, the end-caps are fiberglass, but still steel walls and
roof (typically under an aluminum roof-deck and luggage-rack).
Good luck,
- Jeff Miller
in Holland, MI
--- In WanderlodgeForum@yahoogroups.com, "The Squires"
>
> All,
>
> I have been reading and studying the BB history and have a few
questions:
>
> 1) As I understand it, all of the xxV71 engines are "V" in
construction and
> are 2-cycle. Is that correct?
>
> 2) I believe that I would really want to stick with 4 cycle
engines. Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
>
> 3) From the used ads, appears that the DD60 series did not show up
until
> mid-90s and they seemed to be matched with 6-speed Allison's. Are
this
> facts correct?
>
> 4) In the mid-90s, I see quite a few BMC models. From there
weight and
> engine combinations, these appear to be cheaper BB. Don't want to
insult
> anyone. Is their construction the same "bus" standard or closer to
the
> fiberglass/paper M/H?
>
> 5) Do the PT, LX, & LXI have the "bus" construction with metal
outsides?
>
>
> [Non-text portions of this message have been removed]
>
[Non-text portions of this message have been removed]
Better understanding - The Squires - 08-19-2006 06:00
Thanks Leroy. You filled in several answers. Jimmy
-----Original Message-----
From: WanderlodgeForum@yahoogroups.com
[mailto:WanderlodgeForum@yahoogroups.com]On Behalf Of Leroy Eckert
Sent: Saturday, August 19, 2006 11:20 AM
To: WanderlodgeForum@yahoogroups.com
Subject: Re: [WanderlodgeForum] Better understanding
Jimmy:
I will try to answer your questions to the best of my knowledge. If I get
something wrong someone on the site will correct me. That's OK, it is how
you learn.
The xxv71 is 2 cycle? They are V configuration and are 2 cycle. 8V92 means
V-8 with a piston size of 82 cu in or 736 cu in for a 8V92. My 8v92 is
475HP.
Cat 3208 are 4 cycle engines
All 60 series diesels that I have seen have Allison 6 speed world
tranmissions mated to them. I do not think that would be the only
configuration available, but do not know for certain. The Series 60 came out
around 95 or 96
BMC- How do I say this? BMC's have somewhat less amenities than
Wanderlodge but are constructed to the same quality standards as BB. I have
a friend who owns a BMC his with a rare tag axel. He has Cummins power
instead of Detroit. BMC should not be mentioned in the same breath with
fiberglass coaches. BMC's are far above fiberglass coaches in quality,
reliability, longivity and construction. They are just a different model BB.
Metal sides--I believe all BB's have metal sides. I have a WB-40
(widebody). It is a tank with GVWR of 47,400lbs.
The only fiberglass on the bus is the engine hatch cover, the rear cap,
the overhead front valance and the front lower load center access panel. The
LX has less luxury items than the LXI. I do not know how PT became WB or
visa versa unless it defines width. WB seems to have been used in 1990-1991
and returned to PT in 1993.
That's all I know. Hope it is all correct and helps you decide.
Leroy Eckert
1990 WB-40
Niceville, FL
----- Original Message -----
From: The Squires
To: WanderlodgeForum@yahoogroups.com
Sent: Friday, August 18, 2006 9:53 PM
Subject: [WanderlodgeForum] Better understanding
All,
I have been reading and studying the BB history and have a few questions:
1) As I understand it, all of the xxV71 engines are "V" in construction
and
are 2-cycle. Is that correct?
2) I believe that I would really want to stick with 4 cycle engines. Is
the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
3) From the used ads, appears that the DD60 series did not show up until
mid-90s and they seemed to be matched with 6-speed Allison's. Are this
facts correct?
4) In the mid-90s, I see quite a few BMC models. From there weight and
engine combinations, these appear to be cheaper BB. Don't want to insult
anyone. Is their construction the same "bus" standard or closer to the
fiberglass/paper M/H?
5) Do the PT, LX, & LXI have the "bus" construction with metal outsides?
[Non-text portions of this message have been removed]
[Non-text portions of this message have been removed]
[Non-text portions of this message have been removed]
Better understanding - Pete Masterson - 08-19-2006 06:07
See below:
Pete Masterson
aeonix1@...
'95 Bluebird Wanderlodge WBDA 4203
El Sobrante, CA
On Aug 18, 2006, at 7:53 PM, The Squires wrote:
> All,
>
> I have been reading and studying the BB history and have a few
> questions:
>
> 1) As I understand it, all of the xxV71 engines are "V" in
> construction and
> are 2-cycle. Is that correct?
xV71 and xV91 engines are 2 stroke diesels.
> 2) I believe that I would really want to stick with 4 cycle engines.
Why? (In 20 years working with a railroad we had both 2 cycle and 4
cycle engines powering our locomotives. Didn't seem that it made a
lot of difference operationally.) About the main difference between
DD 2 cycle and the DD Series 60 4 cycle is lower oil use (DD xVxx
series are noted for oil drips). The more modern Series 60 engine
complies better with more recent air quality regulations.
> Is
> the Cat 3208 a 4 cycle? I know the DD 60 series is 4-cycle.
I don't personally know about the Cat 3208. I have a DD 60 series 4
cycle in my coach.
>
> 3) From the used ads, appears that the DD60 series did not show up
> until
> mid-90s and they seemed to be matched with 6-speed Allison's. Are
> this
> facts correct?
My 1995 42'6" coach is the first model to have the Series 60. The 40'
coaches from 1995 still had the 8v92.
>
> 4) In the mid-90s, I see quite a few BMC models. From there
> weight and
> engine combinations, these appear to be cheaper BB. Don't want to
> insult
> anyone. Is their construction the same "bus" standard or closer to
> the
> fiberglass/paper M/H?
The BMC was built as an entry level BB. It is built on a non-BB
chassis, but the body is all BB. I understand that they are steel but
I'm not all that familiar with them.
> 5) Do the PT, LX, & LXI have the "bus" construction with metal
> outsides?
The PT and WB models are all definitely metal outsides. The 'modern'
look models (from 89 or so) use fiberglass rear caps and use some
fiberglass ancillary pieces (e.g. the "fender" around the wheels is
fiberglass as is the lower part of the front cap -- bumper and
generator cover). This is an advantage since those areas are more
subject to rust.
The LX & LXI are also metal and they're as heavy (or heavier) than
the wide body models built since the late 80s. The LX is less well
appointed than the LXi.
These models are all built on BB bus chassis.
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