Better understanding

[Terry Neal]

Jeff, thanks much for the great evolution of the Blue Birds. I for one,
as a recent new owner, really appreciate your knowledge of the many
significant model changes made over the years & your help in answering
the many questions that seem to come from the group.

Terry Neal
Bozeman, MT
82PT40
74FC34



Jeff Miller wrote:

> 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" > 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?
> >
> > 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]
> >
>
>



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