July 2019

ConversionsBCM

The Yankee Clipper - A 2001 Thomas Built Bus Doug & Cindy white Passenger vs. Private Car Driving By JC Alacoque Pulling A Series 60 Out of A Donor Bus by Mason Chipperfield Greyhound Buses Through the Years Part II By larry plancho 2 BCM BUS CONVERSION July 2019 PUBLISHER’S NOTE make it easier getting in and out Oregon Bus Tuning of some parking lots with a bit of a Oregon is a beautiful state. I trav- dip at the entrance or a rise to get eled up the west coast from Ana- into the parking lot. heim, CA as I stated last month and GARY HATT took my time driving up the red roads to get here Joe is also replacing my aging air rather than I-5 where all you do is bypass cities and compressor on my Series 60 with a larger one. I am have a hard time seeing anything along the way. upgrading from a 500 CFM to a 750 CFM compres- sor as a bus needs all of the air it can get for braking I had the opportunity to travel with no set timelines on long downhill grades and it will air up faster in the and no specific goals in mind except to see the coun- mornings. A lot of maintenance I do on my bus make try and visit friends along the way. This is the first it better then when it came off the factory floor 50 time in a long time where I did not have to be some- years ago. where at a specific time for a specific event. What a great way to travel! We are also fixing a couple of leaks in the engine. I had a coolant hose leak between the oil cooler and My mechanic Joe Maser helped my adjust my tor- the water pump. I could smell coolant when climbing salistic suspension on my 1967 08 Eagle to get my grades driving up to Oregon. We replaced both hoses bus a couple of inches higher as I sometimes tend and reassembled it and all is well now. to scrape the front and back when driving thru dips. I was always concerned about holes in truck parking We had a slight oil leak at the cam bearing cap in the lots. We will be taking her to the scales next week to rear of the engine. Joe removed the valve cover and weigh each wheel and do some fine tuning. He has rocker arms and installed a new seal and that solved access to a pit in Springfield, Oregon and there is that problem. No more oil leaks. nothing like a pit when working under a bus. From Eugene I will head east to New Hampshire to Some of the suspension was rusted so tight that we visit friends and siblings. As I said before, if you live could not free up the nuts to adjust the torsilastics along the northern route and want your bus featured so he had to get out the smoke wrench to heat them in BCM, then let me know and I may just stop along up cherry red to break them loose. He then backed and write a story about your bus. them off a little at a time while using an air hammer SYOTR to pound on each side of the nut on the threaded rod Opinions and techniques expressed to work the threads in to make another turn. It took herein are those of the authors and do not a lot of heat and hydraulic jacks and blocking but we necessarily represent those endorsed by finally got it freed up and got her raised up. That will the Publisher. Bus Conversion Magazine and the authors respectively accept no re- sponsibility or liability for any errors, omis- sions, alterations, or for any consequenc- MAGAZINE es ensuing upon the use of, or reliance CONTACTS upon any information contained herein. Tasks performed in maintaining, altering Published By Contributing Authors and using vehicles may require special- Bus Conversion Magazine Doug & Cindy White ized skills and involve inherent risks to 9852 Katella Ave., Suite 361 JC Alacoque the person doing the work or to the safe Anaheim, CA 92804 Mason Chipperfield operation of the vehicle. It is the reader’s responsibility to assess their own skills to (657) 221-0432 Larry Plachno determine if they can perform any such task and to seek professionally trained as- Publisher Online Discussion Forum sistance if needed. Gary Hatt www.BusConversions.com/bbs/ [email protected] Phil Lyons [email protected] Website Editorial www.busconversionmagazine.com Jorge Escobar Moderators Senior Editor and Art Director Phil Lyons Follow us on Instagram [email protected] Nick Badame Instagram.com/BCMagUSA Jack Conrad Accounting/Subscriptions K.J. “Frank“ Franklin Like us on I Noemi Johnston Paul Lawry Facebook.com/BCMagUSA [email protected]

Please send us your stories of your bus conversions (long or short) and please document them with digital photos. We would love to consider your articles for the magazine. Please send them to [email protected].

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Note: You may click or tap on any of the article titles or advertisers on this page to go directly to that article or ad.

Index of Advertisers Ardemco 36 The Yankee Clipper - A 2001 Passenger vs. Private Car Driving Autex 27 Thomas Built Bus Mason Chipperfield By Doug & Cindy White Balance Masters 28 B&B Coachworks 23 Byler Rivet 42 Clearsource 11 Custom Instrument Panels 20 Custom Instrument Panels Lights 34 Double Decker Buses 35 Pulling A Series 60 Out Greyhound Buses Through Engine Heat Protection 39 of A Donor Bus the Years Part II By Mason Chipperfield By Larry Plachno Engine Power Source 25 Flame Genie 4 In This Issue Hose and Cable Grip 13 Leisure Coachworks 45 Publisher´s Note 2 Lloyd DeGerald Services 33 Midwest Transit Equipment 37 The Yankee Clipper - A 2001 Thomas Built Bus 4 By Doug & Cindy White Mobile RV Glass 15 Passenger vs. Private Car Driving National General Insurance 30 By JC Alacoque 20 Nature’s Head 21 Pulling A Series 60 Out of A Donor Bus By Mason Chipperfield 31 O-SO-Pure 5 Greyhound Buses Through the Years Part II 36 Pacific RV Parts 43 By Larry Plachno Passport America 22 Cartoon 24 Pro Auto Works 24 Recovery Room 6 Service Directory 46 Roadmaster 19 Gary’s Tip 46 RV Part Center 60 Sewer Sock 40 Classifieds 47 SmartPlug 7 Subscription Form 53 Straight Line Steering, Inc. 31 Sulastic Rubber Springs 44 Busin’ Bits By Dave Galey 54 Superior Driveline 41 Bus Events 57 Sure Marine Service 38 Tailgater Tire Table 14 Press Release - SmartPlug makes RV Air Con- ditioning Safer 62 Transit Sales 10 Unforgettable Fire 12 Bus Chat - Steer Axle Oil Seal Project 64 Wrico International 17

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The Yankee Clipper - A 2001 Thomas Built Bus

BY DOUG & CINDY WHITE

oug and I first met when we both were in the Army Daround June of 1987 at Ft. Lee, VA during our Advanced Individual Training. Little did we know that a few years later and a serious car accident would bring us together again; this guy from rural Missouri and a city girl from Wisconsin. That was 30 years ago this September and it feels like yesterday. Our love, friendship and partnership feels just as fresh, strong and new as it did then, if not even stronger because we bought a bus.

Doug is the ‘builder’, always having to build some- thing. His mind is always working, creating something that in the end, comes out amazing. He is the one who will always have grease and dirt on his hands because he is always working on something. Although he is very serious when it comes to working, he is the silly one. Kids just love him because he makes them laugh. I on the other hand am the independent one, the designer, the creator, Ms. Corporate America. But when you put us together, we create things like noth- ing we ever could think of.

Inside View

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 5 Over the past years together we have built garages, So with the first week we hopped into the truck and ironworks (Doug’s a welder/fabricator), sheds, com- drove off to purchase a nice sized French door, a pleted a house remodel and finally in 2011 our house 2-way refrigerator/freezer, several already painted in Missouri. By July 2014 Doug traded for a 1969 and assembled kitchen cabinets, an LP water heat- Holiday Rambler Traveler Camper. We love camping er, and a roof AC unit. Our goal was to use as many off the grid or otherwise known as ‘boondocking’. So reusable items as possible, allowing us to spend more we set up our bus to be off grid. money other new items we needed. Now that we had these items and layout plan #1, we were ready to start It was in great shape. In three months we gutted and building. rebuilt the inside. Then in February 2015 Doug con- vinced me to purchase a 1973 Gibson Houseboat; that too we gutted and remodeled inside. We loved the idea of being able to anchor along the shoreline of a local lake and be away off the grid, experience the freedom, and truly ‘experience’ life if just of a few days away from the rat race society we were so accus- tomed to.

Doug has always come up with one crazy idea after another over the years; but I have to say the craziest idea I thought he came up with in September 2017 was to buy a school bus and convert it into an RV. I thought he was crazy but he talked me into it, which was right after my being diagnosed with Lupus and a few months later Fibromyalgia.

On Saturday September 9th, 2017, completely out of the blue, we bought a school bus to convert into what is called a ‘Skoolie’. I had the $3400 cash with me just in case Doug was really serious about doing this. Well, two hours later we were driving back to South- east Missouri from Illinois, just outside of St. Louis. We named her The Yankee Clipper. She is a 40 ft long (72 passenger) FE body style 2001 Thomas Built Bus. She has a 5.9 diesel Cummings motor with an Allison 545 4-speed Transmission.

Doug was so serious about doing the conversation that the next day he already had all the seats out. The following few days we spent just sitting inside this empty school bus trying to figure out how we were going to design it to suit our needs. Then we searched Craigslist and found several items for sale that would Rear roof AC unit purchased off Craigslist work perfectly for us. Advertise here for O-SO Pure CleanClean FreshFresh WaterWater as low as Point of Entry Water Systems Portable water lter Attaches to garden hose Delivers 4 gallons per minute $53 a month for an 5 micron sediment lters remove small debris to protect water storage and water heater Half micron carbon lter removes chemicals and small parasites 1/8 page ad! High intensity UV lamp destroys bacteria and viruses Clear lter housing aids monitoring of the lter Ensures your water is safe to drink in places such as Mexico

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www.BusConversionMagazine.com 6 BCM BUS CONVERSION July 2019 We both agreed to use ¾ inch tongue and groove wood on the ceiling and side walls, which we pur- chased directly from a local sawmill. I ‘whitewashed’ them to calm down the yellowness of the natural wood for which I was not very fond of. Once all that was done, we moved to building our interior walls. For those we chose to use a type of decorative wood that we found at Menards to add a little more character.

King-size Bed

Cedar ceiling T&G pine white-washed woodwork and 12V runway lighting We started in the bedroom. It was a must for us to have a king-size bed, and yes it fit just fine, the bed area takes up three bus windows. Because Doug wanted to have a ‘garage’ in the back of our bus. We built a nice shelf just behind the bed with an outlet for a few lamps and other items. Over the bed we in- stalled a set of the cabinets we purchased off Craig- slist. They fit just about perfectly and allows us more storage.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 7 The king-size bed has a memory foam mattress, another must-have on my list that I purchased from Amazon. We build our bed high enough to fit two fresh water tanks under it as well as an LP furnace and LP hot water heater and still had plenty of room for storage of tools, a canopy, etc. We closed it off and left an area open and accessible from inside the bus for our cats’ (Kalvin and Jinxy) litter box and room for some totes.

As time went on, our floor plan changed quite often. So after moving the shower, toilet, washing machine around and around and around because of the two wheel wells, we finally came up with a nice size closet area, which takes up two bus windows.

We found an old drawer-type tower that we salvaged out of a 1956 trailer. We built over the one wheel well allowing us plenty of room for what Doug calls a ‘his and hers’ closet area. Original rear bus heater under the closet behind the driver rear wheel

I painted the front of the drawers and we were able to Across from the closet is our bathroom. Above the put the drawer tower in the middle. We did the entire other wheel well is the toilet that you step up to. closet with thin cedar tongue-and-groove boards. Above the toilet is a medicine cabinet, also one of our We built a shelf that goes the entire length, and we Craigslist finds. The bathroom sink was salvaged out salvaged some old hanging wood rods to hang our of the 1956 trailer and the pedestal is built out of a clothes on. bunch of scrap wood we had sitting around for years and the door was salvaged out of that trailer. It’s a We have plenty of room under the closet just next to small area to most, but for us it suits us just perfectly. the wheel well for the original bus heater. We left the original heater so that when driving to visit my family in Wisconsin we would be warm on the way. Click HERE to watch video

Clothes Closet

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2001 Thomas Built Bus 10 BCM BUS CONVERSION July 2019 For our shower, we spent money to have a nice 32x32 shower. I found an amazing shower pan on Amazon. The walls are vinyl tiles we found at Menards. I find it very easy to keep clean. I then again reused the old towel rods and shower from the 1956 trailer.

Newly installed Separett Villa 9215 Waterless Toilet; located on top of the rear passenger side wheel well

32x32 shower with Shower Pan & Vinyl Shower Tile Work

Salvaged Vintage Bathroom Sink

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Soap/Shampoo Dispensers and Reclaimed Towel Holders Reclaimed Hardware

www.BusConversionMagazine.com 12 BCM BUS CONVERSION July 2019 Beside the bathroom we had just enough space to fit a nice small apartment size washing machine that we bought from Menards. I insisted on having it once I saw it in the store. It works marvelously, cleans fantastically, uses very little battery power but it loves water. I have figured it is best to wash clothing when we have hookups or access to hookups. We don’t have a drier, we hang items outside or within the bus which works out great.

Tower Cabinets and the built in full size Frig & Microwave

Apartment size Washing Machine

I found a shower head that has a button on it so that you can stop the water while lathering up to conserve water and then turn it back on to rinse, so we never have run out of hot water when taking a shower. I found some amazing shampoo and liquid soap dis- pensers online to hang up in the shower. This way I don’t have to worry about bottles falling all over the place while traveling and I have less waste because I can just fill them up and throw the empty contain- ers away right where we stopped to buy them. We installed one of the old bus lights in the bathroom as well.

The kitchen layout took several glasses of wine for me and bottles of MGD for Doug to complete. We had cabinets already assembled and ready to install but they just didn’t fit a galley type kitchen.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 13 We salvaged a nearly perfect condition 1956 apart- ment size gas stove that was a must for me to have. So after a few more nights sitting in the bus and moving cabinets around and around, we came to the conclusion that we didn’t like the galley style set up. So we took the tall standing wall type cabinets and aligned them with the front of the refrigerator to have it like one continuous entity.

Frig & Microwave covered with tack paper that resembles stainless steel to give it a more modern look

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www.BusConversionMagazine.com 14 BCM BUS CONVERSION July 2019 To one side of the bus we have the stove and kitchen sink. I bought a small size galvanized wash tub at Menards to make our sink with. I wanted something small and yet have depth so I can keep things in while driving or to just hide dirty dishes. The faucet was bought from Amazon, I love it.

I took a piece of old wood and made two shelves from it. One by the sink has three tin containers cut into it where I keep our forks, spoons, and knives. On the self over the stove area we hung up glass lid jars to hold coffee, sugar and tea. On top of that shelf I had my vintage coffee and tea kettles but now have dog and cat treat containers. The cabinet next to the stove just holds pots and pans. Under the kitchen sink I have cleaning supplies and two 4-gallon water con- tainers, which allows us to have eight gallons of fresh drinking water - we never drink water out of our water tanks. Reclaimed wood used to make shelves and mason jars screwed in to bottom of shelves to store coffee, etc. I have always complained over the years that I never had a ‘broom closet’ in any campers we had. In this bus, the standing cabinets are a good distance away from the windows, so I used part of that space to make a broom closet. I love it, I store my broom, mop and a small vacuum in there. We also have a few fold- ing tables as well that we use for various reasons.

Kitchen sink cabinet showing washtub used as sink & vintage cook stove to the rear.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 15 Between the two seats and kitchen sink area we have a 5-burner vent-less LP heater that we can remove and store during the winter. It works so well that it can actually run you of there. I recently purchase a dehu- midifier to aid in issues with condensation from using the LP heater.

Ventless propane wall mounted removable heater

On the opposite side of the bus in our front living room area we built a couch over the one wheel well, with underneath storage.

Broom Closet

We built two seats behind the driver’s seat, both providing storage underneath. We installed three cup holders and 12V USB outlets. We don’t have a booth style table due to us usually being always outside cooking when we are able to, weather permitting. If I need to have a table inside, I have a few in the broom closet to use. Custom made couch with handmade seat cushions

Custom made seats w/table built between and handmade seat cushions

www.BusConversionMagazine.com 16 BCM BUS CONVERSION July 2019 The outside of the bus took three months to complete. We painted her a blue, grey and aluminum colors. We have always loved the look of the old vintage Greyhound buses. So we found a picture of one and tried to reproduce the look. It took four days of sand- ing, one day of priming, and five days of taping and painting each separate color. It was a lot of work for sure but we love the final result.

But Doug wasn’t finished there, he purchased new tires and new rims for her. We took off the Thomas emblems and I painted them and shined those up really nicely. Doug bought horns online and put them Installed new air horns on roof above driver on the roof and you can’t miss hearing us coming now. And then he bought bullet lights and added He also installed a salvaged backup camera, new CB them to the bus as well. All little personal touches of radio, and salvaged an old trunk camper ladder and Doug’s work, and they make her look great. mounted that to the back so we can get on the roof of our bus. Doug built and welded on a double tow hitch for our car dolly and a carrier.

Backup camera in rear of bus located above rear door Repainted original Thomas emblems

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Bullet Lights to add to the vintage look

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Custom made light sign with bus name done in vinyl And the final touch was building a custom light ‘desti- nation’ sign that resembled those signs found on the old Greyhounds, except ours says the name of our Wrico International completed Skoolie conversion. We installed LEDs to light it up when the headlights are on. To add a personal touch, we bought a ‘route 66’ tin sign from Hobby Lobby some years back that we attached that W to the sign as well. Doug says it’s her ‘crown’ I mostly call it her ‘Tiara’. Either way, we get lots of comments about it. I would say that’s all, but tomorrow, there may be another idea incorporated. I The Generator man The Highway Patrol in our state issued us a new VIN and our title states that the Yankee Clipper is now We carry a full line of Coach Conversion legally a 2018 Special Constructed Motorhome. Or Parts & Accessories, to list a few: what we have now started referring her to as a ‘Land • Wrico Generators Yacht’. • Magnum Inverters • Webasto Hot Water Heating Systems So what are we planning on now that she is ready for • Cooktops & Water Heaters the road? Well, right now we are doing another bus • Automatic Transfer Switches conversion but this one was bought by our niece and • Generator Autostart System her husband for us to convert into their full time sta- Call the people with the Coach Conversion tionary home in Texas for later this year. Once that is Experience and Know-how. Made Speci cally For Bus Conversions done we have to finish working on financing for going Kubota Powered • Water Cooled • 1800 RPM full time on the road. Direct Drive • Easy To Service Rugged and Trouble Free We really expected to be starting our journey last fall but with my illness and doing another conversion we Buy direct and save. Call the Generator Man are being delayed, as well as deciding what we will do (541) 744-4333 WRICO INTERNATIONAL with our current home (sell or rent it out). So instead PO Box 41555 • Eugene, Oregon 97404

www.BusConversionMagazine.com 18 BCM BUS CONVERSION July 2019 of saying we will be full-time this fall, we will say we are, when we are in her rolling down the highway. We can’t wait to hit the open road. We have met some of the wonderful nomads we have got to know over the past ten months. We wish we could be like the younger generation and just ‘do it’ but for us we have to have all our ducks in a row before taking this big leap in life.

But we plan to travel this great land we served so BY DOUG & CINDY WHITE proudly and honorably for a combined 25 years; slow ‘Living Life Randomly” is Doug and Cindy White. down, enjoy , and live our lives free of what Society They are both US Army Veterans and currently has told us to do and be, along with our two dogs: residing in Missouri. Doug is a mechanic and Bobo and Molly, as well as our two kitty cats: Kalvin professional welder/fabricator. He enjoys his and Jinxy. newest hobby of making handmade knives, which he will be taking with him out of the road to sell. After 25 years of working within Corpo- rate America, Cindy has taken her experience BUS Specifications and is currently working from home as a free- lance graphic designer. Her primary niche is the Skoolie and Van Life. She has created logos, stickers, vinyl decals, and graphic shirts with • 80 gal diesel fuel tank hopes to turning it into a full-time job for full-time living. Cindy also creates and maintains their • Original bus heaters Living Life Randomly social media sites. • 60 lbs. of propane Through years of working together and life • 60 gals fresh water experiences, they built their custom conversion • 1956 Vesta gas stove entirely suited to their lifestyle. If you have any further questions or need a little advice feel free • Dometic 2-way French door frig/freezer to contact them via one of the following ave- • Broom closet nues: • Handmade curtains and seat cushions Website: www.livingliferandomly.com • 32” x 32” shower Instagram: livingliferandomly Facebook: livingliferandomlybus • King-size bed w/ memory foam mattress SHOP: via our website or through www.etsy.com/shop/LLRGraphics • His/Her closets • Camco portable toilet If you have a finished, or almost finished bus, tractor • Apartment size washing machine (no dryer) trailer, or truck and you want us to put it on the • 20/30/50 hookup capability cover of BCM and make you famous, then send us an email about your rig and a photo of the outside • Dual-fuel generator and one of the inside and we will contact you about including your story in our magazine. Everyone who • Backup camera submits a feature article will receive a free 5-year • Bus Alternator to charge house batteries while extension to their subscription.

driving We also are in need of non-feature articles as well. If you have a non-feature story you would like to submit • CB radio about something specific about your bus or a trip you • 300W Solar hookup w/ (3) 12V & (2) 6V house took in your bus, send it along too. batteries If you have interesting photos about any bus or bus parts, send them along. All non-feature articles and • 12V LED Lighting throughout photos will receive a free 1-3 year subscription to the magazine depending on how extensive it is. • (2) Roof AC units • Fantastic Fan This magazine is written by Bus Nuts for Bus Nuts and without your articles, there would be no Bus • (4) 12V fans Conversion Magazine. • Ventless Propane heater Email your information to: • Gas/Electric Water heater [email protected]

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20 BCM BUS CONVERSION July 2019 Passenger vs. Private Car Driving

BY JC ALACOQUE

White TCS Prevost H3-45 bus. Columbia Icefield Parkway, Banff National Park, between Lake Louise and Jasper. his article describes the differences between We now are semi-retired in Alberta, where I still Tdriving commercial charter buses and a pri- take on part-time work driving charter buses and vate bus conversion. transport trucks.

To give some background, I became a bus nut Are you getting the feeling that I like driving? when I hired on at Brewster Gray Line in Banff, AB Canada in 1973. I was 20 years old. About Our first bus conversion was a 1957 MCI Courier a dozen of us young guys spent six weeks or so in training. The company helped us to pass our driver’s licenses with an air brakes endorsement, then qualified us on each different model of bus.

They were all MCI cars because Brewster’s then was owned by Greyhound, who also owned MCI in Winnipeg Canada. We also toured around the Rockies for “educationals”, to learn all about the sights and history of the area around Banff, Lake Louise, Jasper, Calgary, and Edmonton, to pre- pare us to be tour bus drivers.

I stayed with the company for ten years, driving tour groups in the summer, and skiers in the win- ter. I then had a few years alternating between bus driving, truck driving, and even escorting bus tours.

I then moved to Invermere, BC where I met my wife Valerie. We spent the following 35 years there, in the gas station business. While there I spent many years driving and maintaining the bus for the local Junior Hockey team as a volunteer.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 21 96. I renovated upstairs, and rebuilt the Detroit Professional driving is, well, professional. Diesel 4-71 and turboed it. You can read about it in the September 2009 issue of Bus Conver- There are a lot of regulatory constraints, dictated sion Magazine by clicking here: https://www. by the Federal Motor Carrier Safety Administra- busconversionmagazine.com/issues-2009/#d- tion, a branch of the Department Of Transport. flip-df_15337/1/. That bus was a lot of fun. I Keeping a log book would be the main one. Most sometimes regret selling it. logbooks are now electronic and connected to the vehicle’s ECM. It knows when the vehicle starts We got our current bus, a 1977 MCI 5C, about 10 moving and puts you in “Driving Status”. But you years ago. It was featured in the June 2015 issue have to enter manually, a reason every time you of Bus Conversion Magazine here: https://www. stop. And it gives loud warnings and flashing busconversionmagazine.com/issues-2015/#d- lights if you go over hours (10 hours a day in the flip-df_12997/1/ We use it a lot, mostly in the U.S. for a passenger carrying bus, 13 hours in winter to go South to escape the cold. It is a great Canada). motorhome for long distance travel, and extended camping, either with full hookups in an RV park, It is not possible to edit the electronic log books. or boondocking in the wild. There are big fines for violations for the driver and the employer. DOT officers now frequently audit company logbook records, and know ex- actly what each driver does every minute and every mile going back several months. Speeding is not possible anymore. Drivers can be fined for speeding several weeks or months after the incident. NATURE’S HEAD Self-Contained Composting Toilet Saving Our Water for Tomorrow

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www.BusConversionMagazine.com 22 BCM BUS CONVERSION July 2019 Pre and post trip vehicle inspections are a re- ery province and state has their version of it, and quirement in commercial driving. You have to fill is available here: https://www.icbc.com/driver-li- out a form and sign it for each vehicle at the start censing/Documents/drive_commercial_veh_full. and end of every trip. pdf

You don’t have to do a pre-trip inspection be- fore driving your private bus conversion, but you should. The moral and legal obligation to do so is quite compelling. It is also called “Duty of care”. You are operating a large and heavy rig on pub- lic highways. You should make sure it is safe and legal to drive before you move it because you could cause serious damage and injury to yourself, your passengers, and others if anything goes wrong. You would certainly be held liable if the accident was caused by your negligence to maintain a safe and compliant vehicle. That also Greyhound MCI DL3 would be a good excuse for your insurance to deny a claim making you fully liable. Driving your own private rig is easier in a lot of ways. There are no restrictions other than the rules of the road. You can speed a little and all you risk is a ticket. No records to keep. You can drive in your underwear if you like. Do that in a tour bus and your driving days will be short lived. LOL! Driving a charter bus is different. You are in

Black TCS MCI J4500 at Moraine Lake near Lake Louise Your bus ran great and everything was in good order when you parked it the night before, right? So it should be good this morning... Well, maybe. You should at least open the engine compart- ment to have a good look, check the fluid levels, belts, etc. Start it, then walk around it to check all the lights, tires and wheels. Then do a basic air brakes leak test and compressor recovery test. Then once every few days do a complete inspec- tion.

You need to know that your coach is in good run- ning order. It is a lot easier to find a fault and fix it before you go, rather than later on the side of the road. One of the best documents on the subject is ICBC’s Driving Commercial Vehicles. Also, ev-

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 23 uniform, including shirt and tie, dress shoes, and allowed to fuel up with passengers aboard. So wearing a name tag at all times. you have to go when everybody is at lunch, or at an attraction, or after dropping them off at the You are not at the mercy of a dispatcher in your hotel. And you can’t just go to any fuel station own bus (other than your spouse and/or kids). either. The company issues a fuel card for certain You are not at the beck and call of the tour es- brands only so it may involve a bit of a drive just cort, (the term “escort” is not used in the indus- to fuel up. While everyone else is having a great try anymore, “tour director” is more appropriate time, you are working. and politically correct nowadays), or bound by a schedule with reservations for roadside attrac- Keeping the temperature comfortable is about the tions, meals, and hotels. same concern in either situation. If it is extremely hot or cold out, you have to idle the engine during short stops, or before pick up. That is more of a problem now because most places prohibit idling, and bus companies don’t like their buses idling for economic and environmental reasons. Also, the optics of a bus with the company name on the side of it idling is not cool nowadays. Mod- ern coaches have very powerful AC and heating systems, so they actually get comfortable fairly quickly. You want the seats warm and comfort- Black TCS Prevost H3-45 overnight at Lake able when passengers arrive in the winter and McDonald Lodge in Glacier cool on a hot summer day. National Park in Montana On a multi-day charter, the bus driver is really a Night driving is usually not much of a concern servant. He has to pick up after everybody and keep the floor clean and empty the garbage cans. He also has to wipe the bugs off the windshield several times a day in the summer so the pas- sengers can see out. And do the side windows if they get dirty on a rainy day.

The driver also must maintain a clean bathroom, and dump the grey/black tank every couple of days. He has to be at the bottom of the stairs helping people off the bus, with a smile and a kind word. He or she also has to load and unload 50 or so heavy suitcases in and out of the bag- gage bays morning and night. That can get you all sweaty before driving on a hot summer day.

In your own bus conversion, it can be the other way around, where mom and the kids look after themselves and even can make you a sandwich and a drink while you drive. And you don’t have to suck up to them all the time. LOL!

Fueling up is quite simple with a private coach. You just go to the most convenient fuel station, any time. With a commercial bus, you are not

www.BusConversionMagazine.com 24 BCM BUS CONVERSION July 2019 with a private coach. You are likely arrived and settled in for the night before dark. It is not often that you have to get somewhere with a dead- line. You can pretty much pull off the side of the road and take a nap whenever you choose. Try doing that with a bus full of passengers and they may get a little upset.

There can be lots of night driving in revenue ser- vice. Even with a tour group, there will be dinner transfers in the evening. Carrying sports teams, you often have a long drive after a game, at night, to get home. When I drove the hockey team, the shortest drive home after a game was an hour and a half. Most places out of our division were four to eight hours away, overnight, in the winter, in the mountains of Southern BC and Washington state.

All the players and coaches would be asleep, and I would be drinking coffee, chewing gum, and slapping my face to stay awake. I’d be lucky once in a while when one of the players would come to sit in the front and make conversation at 4 AM to help keep me awake.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 25 That reminds me of bathroom breaks. In your just pick them up on the way back through town. own rig, you can stop every ten minutes if you Just kidding! LOL have to. You can usually find a safe place to pull off the road to use your own bathroom. Same in We have checked into a hotel a few times to trucking. You pee in an old coffee cup, or a bottle realize that we are missing a passenger’s bag. and discard it later. But that is frowned on in pas- It is usually a combination of the passenger not senger service for obvious reasons. having that bag ready to be pulled by the bell staff, and the tour director not doing a proper bag At my age now with a weaker bladder, I have to count before leaving in the morning. Either way, restrict myself to only one small cup of coffee in it is a hassle, and it takes time to get the bag to the morning when driving a tour bus. And go just catch up. Meanwhile, the passenger has to do before getting behind the wheel at every stop, without. In your own bus conversion, bags never whether I need to or not. And I have had to stop come off the bus as you live on the bus so this is the bus on occasion, walk down the aisle in front not an issue. of everybody to use the bathroom. Most people realize that I am human too. With your own conversion, you have to deal with maintenance and repairs yourself. Unless you Have you ever left someone behind by accident? have deep pockets, then you can just call for Like one of your kids? I remember one night, driv- help. So I, and most other bus nuts, carry an as- ing home from a hockey game in Spokane WA, sortment of tools and spare parts to keep the rig stopping at the Canadian border, then leaving. going when a mechanical breakdown happens. About 20 minutes later, someone says we are missing a passenger. What? Really? We had to In commercial service, the drivers aren’t expected go back to get him. That night was a long one. If to do repairs on the road beyond simple things. you are driving your own bus conversion, you can If something goes wrong, you call the dispatch or

www.BusConversionMagazine.com 26 BCM BUS CONVERSION July 2019 the company mechanic, and they either tell you toad, or take a shuttle bus or Uber. It is the same what to do, or send a service truck, and/or a relief for busy tourist attractions such as Lake Louise bus. You still must be able to replace a serpentine and Moraine Lake, you park in a big lot several belt and top up fluids but you are not allowed to miles away, then get on a shuttle bus. rebuild an engine while passengers wait for you. In your own bus, you may be parked in a shop parking lot for a week or more while mechanics work on your bus or you may be in a yard some- where doing the work yourself.

Parking is a big concern with a commercial bus. Especially in busy tourists attractions such as the Canadian Rockies. Banff and Lake Louise, and Jasper to some extent, which is overcrowded in the summer. Most hotels do not have parking for tour buses. Parking is prohibited anywhere on many streets, so you have to park the bus in designated areas outside of town, then take a taxi Several tour buses with glacier in back ground: back to the hotel. Columbia Icefield between Banff and Jasper This brings up another point when driving a pri- vate coach, many Bus Nuts pull a toad. When driving commercial, seldom do you pull anything behind unless it is a trailer full of sports gear or musical instruments or the like.

With your subscription, you also have access to many Back Issues.

Traxx Prevost and three more with Canadian flag. Banff Sulfur Mountain Gondola lift. The most popular tourist destinations do not have enough parking anymore. Often you have to rearrange the schedule with the tour director to get to places like Lake Louise or Moraine Lake before the designated bus parking gets full before mid-morning. The same kind of problems is com- mon in bigger cities. Many hotels don’t have over- night parking, and you have to go somewhere else after dropping off. There is one downtown Click here to see the hotel in Calgary where the only place to load and list of articles in our unload is on the curb in front of the door. There are no-parking signs there. You’re getting a ticket Back Issues section. while loading passengers and luggage. It is built Click Here to see the into the cost of doing business. List of all Articles With your own bus conversion, you normally park somewhere outside the city, and go in with the

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 27

My MCI 5C and toad at home near Blackie, AB My MCI 5C near Moab UT on a dirt biking trip. There is often quite a bit of waiting in the bus While I am driving my bus conversion, the kids business. You drop passengers off somewhere, and often their friends, and my wife, play games, and they might be several hours there. Some- sleep, cook or eat snacks, watch a movie, do times you go in with them. More often than not, homework, talk, have a shower, all while going you’ve been there a hundred times, so you go down the road. Now it is mostly just Valerie and and park somewhere else if necessary, and you me, but it is always a special time on the bus. go for a walk, or you sit in your bus and read a There is a warm, cozy, safe cocoon of life on the book, or play with your phone, or visit with other bus. bus drivers, or have a snooze. Although sleeping on the bus is not comfortable. There is no bed Traveling on my own bus, I usually have a couple like in a private coach, or a sleeper in a truck. of beers once parked and settled for the night.

There is quite a life and a world of its own that develops on the bus during a multi-day tour. At first, it is just a bunch of strangers thrown to- gether, but as each day passes, with a good tour director and a good driver, friendships develop, people get to know each other and talk more, the mood gets increasingly jovial, everybody relaxes more, and cocktail parties are organized at the hotel. I remember some great trips over the years with some great groups of people from all walks of life.

Driving the same sports team over a whole sea- son is an amazing experience. Players, coaches, support staff and the driver really gel as a family together. It is always sad when the season ends.

The same phenomenon happens as you spend more and more time in your private coach. We have memories of trips taken in the bus when the kids were younger that will stick with us for the rest of our lives. I mean not only the destination like the campground, or a bus rally, or dirt bike race, or museum and what not. But the time on the bus going down the road. Because you spend many hours on the bus in close proximity.

www.BusConversionMagazine.com 28 BCM BUS CONVERSION July 2019 On a charter, I don’t drink. It would not look good to the passengers, and I want to be as alert as Air Brake Test possible the next morning. And if you ever had • Chock the wheels. an accident with a commercial vehicle, even not at fault, the first thing DOT officers do is drug and • Start engine. Air pressure slowly increases. This alcohol tests for all drivers involved. confirms that the compressor is building air. • The compressor cuts out at 120 psi. So I can recap all this by stating that driving com- mercially is a job. You have to work at it. Although • Release all brakes. driving passengers can be rewarding if you like • Pump brake pedal to exhaust air. people. Driving a private coach is mostly just fun. And if you are wanting to drive for a bus compa- • The compressor cuts in at 80 psi. ny, they are always looking for good people. You • Low air warnings come on at 60 psi. would have to have the proper driver’s license • Parking brake comes on at 20 psi. and show some experience with bus driving. But it can be a fun part-time gig. • Transmission in 1st gear, verify that parking brakes hold. There can be nice perks when driving a tour • Shut off engine. group: you stay with them at luxury hotels, you are included in most of what they do, such as the • Do a full service brake application. Any audible meals, tickets to all the shows and attractions leaks? Hold pedal down. Air loss must be less they go to, and you see some country, which most bus nuts I know enjoy. than 4 psi in 1 minute. • Start engine.

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www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 29

BY JC ALACOQUE

HAVE QUESTIONS ? NEED ANSWERS ? THEN POST !

JC Alacoque has been a bus nut since he start- BCM ed driving buses for Brewster Transport in the Canadian Rockies in 1973. He still drives buses BULLETIN and tractor trailers part time in the winter and summer all over the Canadian and American West. BOARD JC and his wife Valerie travel in their 1977 MCI 5C conversion as much as possible. They live on a horse and grain farm near Blackie Alberta, just South of Calgary.

www.busconversionmagazine.com/forum JC can be reached at [email protected]

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©2019 National General Insurance. All Rights Reserved. Eligibility, coverages and discounts may vary by state. Underwritten by member companies of National General Insurance. July 2019 BUS CONVERSION BCM 31 Pulling A Series 60 Out National General is a Leader in the Bus Conversion of A Donor Bus Insurance Industry

BY MASON CHIPPERFIELD

After deciding we wanted to swap the 8V71 engine There was mud everywhere! Anywhere mud could in our Eagle with a Series 60 we started looking for a be, there it was! I even found grass growing under- donor bus with the desired engine and a World Trans- neath, although it was quite pale for lack of sunlight. mission. We found a Bluebird about 100 miles from us that had the 12.7L Series 60 and a B500 Allison on an online auction website. The body of the bus was not in the greatest condition so we were able to win the auction at a reasonable price. After paying for the bus, we headed out to pick it up from the Minden, NE high school.

Upon our arrival, we discovered they had left the Specialized coverage for RVs, master disconnect on the night before so the batteries motorhomes & bus conversions. were completely dead. The school brought their ser- vice truck over and we got it started on the first crank. That was nice.

The drive home was fairly uneventful and the Blue- bird reached and maintained 70 MPH quite easily (so we thought). Later I found out that the speedometer was 5 MPH fast, I guess that explains all the people passing us. Don’t Leave Your Rig Unprotected. Inside before anything was unhooked Once we got it home it sat outside the shop for a We know schoolies & the RV / motorhome lifestyle. couple of days as I made room for all the parts that we would be taking off. Good thing, too, it was a huge mess when we started to rip it apart. The last thing Ask your insurance agent about us we did before we pulled it inside was pressure wash or check us out at nationalgeneral.com. the entire engine and surrounding area, in a feeble attempt to get some of the grease and oil off. The bus was equipped with a hydraulic fan, which was leaking Call 800-462-2123 for a quote. oil everywhere. Once inside, I jacked up the rear end and set it on blocks before crawling underneath. I removed the tires from the tag so I could see the transmission better. I also removed the belts. Then I crawled underneath to see what exactly what was under there.

©2019 National General Insurance. All Rights Reserved. Eligibility, coverages and discounts may vary by state. Underwritten by member companies of National General Insurance. www.BusConversionMagazine.com 32 BCM BUS CONVERSION July 2019 After evaluating everything, the first thing I decided After the entire engine was completely unhooked, I to do was to unhook all of the air intake lines. First designed and fabricated a cart to remove the engine the intake to the turbo, then the charge air lines to the from the bus. I had four, 4’ long pieces of I-beam lay- air cooler. I drained the radiator and unhooked all the ing around that I welded together, with splice plates, coolant lines on top on the engine. to create two 8’ I-beams. I used 2” tubing for the cross members between the I-beams. I had ordered Next was the Series 60 alternator. A closer inspec- 1200 lb. capacity casters previously for this project, I tion revealed that it was oil lubricated. Now I had to bolted those to 1/4” plate before welding the plate to drain the engine oil too! After removing the alternator, the I-beam. I could see the tangle of lines and wires a little more easily, man these things sure have a lot of lines! I had On the front of the cart I used two uprights made out just pulled an 8V71, and it wasn’t much to unhook on of I-beam and put a 4x4 angle on top of the uprights that one! for the front of the engine to sit on. The rear was a little more complicated, because the rear engine I was very careful as I unhooked everything, labeling mounts exert a lot of sideways pressure, so I ended both ends and leaving the connections as intact as I up welding those to the cart. It may not have been could. The worst lines to unhook were for the hydrau- necessary but it looked like the safest way to me. lic fan. The supply line was somewhere in the neigh- borhood of 2” in diameter. It took a 2-1/2” wrench! Of course during the process I made sure the floor was well oiled. LOL!

Then for the transmission cooling lines, those only took a 1-1/2” wrench so they were a little easier to handle, but they were caked in mud. At first I could not even find the ATF drain on the B500! Next up was the 2” coolant line on the bottom of the engine. This one was below the radiator drain, so of course it was full of fluid, which then was in my mouth, my eyes, and soaked my shirt and jeans.

Next up were the coolant lines heading to the front. I ended up cutting those with a knife, it was much easier than trying to loosen the stuck on connections The Fabricated Cart to remove the Engine on the engine. I was also able to unhook the air com- pressor from the top. I unhooked all the wiring last. I also ended up putting a tube under the transmission It wasn’t that hard as everything on the engine and so nothing would go anywhere. To remove the engine transmission are quick connects, it was just a matter I ended up torching a lot of stuff loose. First up was of labeling so I would know how it went back together. the transmission support which I could only see half of. I wiggled under there with the flaming torch and started spraying sparks and hot metal everywhere. I think this is where I got a chunk of metal in my eye. (Yes I was wearing safety glasses!) But I did get that one loose…mostly.

While I was in the area, I torched off the bolts hold- ing the driveshaft straps on because I did not have a 12-point socket. (I have a set now!) Next I had to torch off the bottom of the C-channel frame rail so the wider engine mounts would come out. I ended up using the Plasma cutter for most of this because you can just set the plasma cutter down and pull it along, whereas with a torch you have to hold it suspended above the metal which I couldn’t do because it was so far back in there.

Once I had that completed, I had to torch the rear engine mounts (forward on a bus) loose. Then the engine was free! I hooked a come-a-long to the pick- Almost everything unhooked and cut free up and pulled it about 12” out of the bus before hitting

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 33 the radiator mounts. Grrrr! Out came the torch After 30” more and we hit something else, the AC again! I torched off the rivets hooking the mounts compressor mount. You guessed it, torched that off to the C-channel, then crawled underneath again to also! And then it was out! What a mess! The night torch them off the radiator. About halfway through the we had it out there were parts everywhere and oil second cut a ball of red metal landed in my ear. Ouch! all over the floor but it was out! Another days’ worth I had to head up to the house for that one. 15 min- of cleaning and we were ready to start on the wiring utes later the pain subsided some and I was back at harness. It took a little time to get everything loose it. That was almost the final obstacle. from the front but soon we got it through the bays. The worst was above the drive axle, there was no way to even see it so we took the skill saw and cut some holes in the floor. It made it much easier to get it through, but it still took three people to get all the connectors through.

Pulling the Engine out She’s out and what a mess

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www.BusConversionMagazine.com 34 BCM BUS CONVERSION July 2019 Would I do it again? Yep! Taking the engine out of a J donor bus is way better than trying to convert a truck engine or similar. The best part may be the wiring BY MASON CHIPPERFIELD harness, I am very glad I do not have to fabricate one of those. If you are looking at an engine swap, it is my opinion that you should find a donor bus to take the engine from. It makes everything much, much easier. Hav- ing a bus engine makes everything easier and paves the way for a successful engine swap. Mason has been rebuilding his family’s 1968 05 Eagle for a little over a year now. Just recently he decided to swap the EDITOR NOTE: 8V71 with a Series 60 while the Eagle Stay tuned in a later issue of BCM to was torn apart. read how Mason installed his Series Mason is active on the BCM forum as 60 into his bus. 6805eagleguy and can be reached at [email protected] If you have a story about modifica- yu yu tions you have done to your bus, ul u please send them to [email protected] These unique buses can be converted to make a and we will let our readers know perfect dream home on wheels, mobile o ce, or about it. simply a one-of-a-kind means of transportation.

Some Double Decker buses have a unique open top for evening star gazing, sightseeing, or a Custom Instrument Panels pleasant outdoor evening with family and friends. Warning Light Panel for Buses They even make a wonderful permanent resi- dence when parked on a privately owned lot and We have several are great for a Guest House or an Airbnb. warning lights to choose from. Please visit our website As a mobile o ce, these spacious vehicles pro- vide ample room for community outreach services, on-the-road meetings, church gather- ings, sports teams, fund raising events, etc.

184.49 154.79 Double Decker buses can even be used for large capacity media viewing areas. Perfect for political candidates, mobile medical providers, veterinari- ans, or any industry that provides goods or services to remote areas.

This unconventional mode of transportation makes for a unique environment with endless 28585 Valley Dr., Albemarle, NC 28001 possibilities! Get yours now. (Tech) (704) 985-0171 – (Orders) 800-462-7635 – (Fax) 704-985-0173 www.custominstrumentpanels.com- Email: [email protected] & [email protected] For more info contact [email protected]. www.BusConversionMagazine.com or call (714) 614-0373 J

yu yu ul u These unique buses can be converted to make a perfect dream home on wheels, mobile o ce, or simply a one-of-a-kind means of transportation.

Some Double Decker buses have a unique open top for evening star gazing, sightseeing, or a pleasant outdoor evening with family and friends. They even make a wonderful permanent resi- dence when parked on a privately owned lot and are great for a Guest House or an Airbnb.

As a mobile o ce, these spacious vehicles pro- vide ample room for community outreach services, on-the-road meetings, church gather- ings, sports teams, fund raising events, etc.

Double Decker buses can even be used for large capacity media viewing areas. Perfect for political candidates, mobile medical providers, veterinari- ans, or any industry that provides goods or services to remote areas.

This unconventional mode of transportation makes for a unique environment with endless possibilities! Get yours now. For more info contact [email protected]. or call (714) 614-0373 36 BCM BUS CONVERSION July 2019 Greyhound Buses Through the Years Part II As goes Greyhound, so goes the bus industry

BY LARRY PLACHNO

As soon as World War II ended, Greyhound began working on a new bus design. This GX-1 prototype was built in 1947. It offered several innovations including the multiple level design, air suspension and dual engines which would impact the industry by being used in later models. However, the GX-1 proved to be too radical a design for that time and was never put into production. NBT. his is the second and final section of this article. and 357 model PD4151 coaches built in 1948. This TThe frst section, covering from 1914 through 2,000-bus order holds a record for the largest intercity World War II, was published in the September 2002 bus order for decades. While it was being produced in issue of NATIONAL BUS TRADER. late 1947, GM was turning out 33 integral buses each working day which is another record. General Motors Bus production was severely curtailed during the war years. What few buses were produced did not have silver siding because of wartime restrictions. For a period, the bus assembly line at Pontiac was used to produce “ducks” for the war effort. General Motors acquired the remaining interests in Yellow Coach and on October 1, 1943, Yellow Coach officially became GM Truck & Coach Division, which amounted to little more than a name change.

In 1945, soon after the war ended, Greyhound was already working on plans for a radically new bus. In 1947, a prototype known as the GX-1 was built by Greyhound Motors & Supply which now occupied the old Will/Tropicaire facility. It was a double deck design with two engines, side aisles, air suspension and the driver on the upper level. It was never put into produc- tion and any use in revenue service was minimal.

Like many bus operators, Greyhound was desperate for buses following the war. Years of heavy opera- tion with few new buses had been hard on the fleet. Instead of waiting to develop a substantially new model, Greyhound had General Motors dust off the old Silversides design and improve it somewhat. The result was 1,643 model PD3751 coaches built in t-48

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 37

Greyhound’s PD4501 Scenicruiser represented a major step forward in bus development. Left: The GX-2 prototype of 1949 was responsible for obtaining approval for 40-foot coaches on American highways. It also pioneered several new systems and developments. Right: The PD4501 Scenicruiser, an exclusive model for Greyhound, entered regular production in 1954. It not only was the first production run of 40-foot coaches but also represented the first model where air conditioning and a restroom were standard equipment. This one was photographed in Oklahoma City in 1972. FRED RAYMAN. Greyhound’s continued search for a new post-war The 35-foot PD4104 entered production in 1953 and a model resulted in the GX-2 proto-type or first Sce- total of 5,065 units were built before production ended nicruiser in 1949. The GX-2 pioneered the 40-foot in 1960. While Greyhound was the largest user of the coach length and obtained legislation from states PD4104, it was purchased by many bus operators. which would permit the operation of 40 foot long bus- A total of 1,001 PD4501 Scenicruiser coaches were es. It also served as a testbed for several new innova- built from 1954 to 1956. The Scenicruiser had a deck- tions and systems. What resulted were three different and-a-half, a length of 40 feet, and was an exclusive General Motors coach models that went into produc- model for Greyhound. The third model in this group tion in the early 1950s and took bus development a was the PD4901 Golden Chariot which effectively major step forward. was a PD4104 raised slightly and lengthened to 40

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www.BusConversionMagazine.com 38 BCM BUS CONVERSION July 2019 feet. Only one was built in 1954 and it never entered the dual engines and two level transmissions in the regular production. Scenicruisers.

Fostered by Greyhound, the PD4104/Scenicruiser The Scenicruiser problems were resolved in 1961 series became a major step forward in intercity bus and 1962 when Marmon Herrington in Indianapolis development. They pioneered air ride suspension and designed a rebuilding package for Greyhound and perfected power steering in highway coaches. The trained Greyhound shop people on installation. As Scenicruisers represented the first highway coach a result, the Scenicruisers were rebuilt at several model where a restroom and air conditioning was of Greyhound’s major garages with a single 8V-71 standard equipment. It is also noteworthy that the engine and a simple four-speed mechanical transmis- Scenicruiser represented the first production run of sion. However, Greyhound had elected to look else- 40-foot highway coaches. The Scenicruiser prompted where for its buses. In 1958, Greyhound purchased Trailways to introduce their own 40-foot Eagle coach Motor Coach Industries of Winnipeg, Manitoba and in 1958 and eventually encouraged the entire intercity began a transition to purchasing MCI coaches exclu- coach industry to move up to 40-foot coaches. sively which would take nearly a decade.

Motor Coach Industries The company was originally founded in Winnipeg, Manitoba as the Fort Garry Motor Body Co., but changed its name to Motor Coach Industries in 1942. In the early years, the company was a small regional bus builder with a relatively small number of coaches produced annually. Western Canadian Greyhound began buying buses from the company in 1938 and soon became its biggest customer. In 1948, Grey- hound Lines of Canada acquired 65 percent owner- ship of MCI and increased production.

The PD4104 introduced air ride suspension and offered both power steering and a restroom. Greyhound became the largest buyer and operator of the PD4104 although it was also available to other bus companies. Greyhound’s pre-Scenicruiser PD4104 coaches built in 1953 and 1954 were delivered without restrooms. Those delivered after the Scenicruisers from 1957 to 1960 came with re- strooms and an improved air conditioning system. NBT.

In 1953 and 1954, Greyhound took delivery of some of the first PD4104 coaches. These were delivered without restrooms. From 1954 to 1956, the Sceni- cruisers arrived and quickly took over as the flagship model of the Greyhound fleet. After the arrival of the Scenicruisers, Greyhound took delivery of more PD4104s from 1957 to 1960. These last PD4104s had restrooms and the improved air conditioning systems.

During the late 1950s, GM was building only one intercity bus model, the PD4104, but had virtually all of the highway coach business because most of the other manufacturers other than Flexible had given up highway coach production. In 1956, GM was hit with an antitrust suit from the U.S. Department of Justice because they controlled 84 percent of new transit and highway coach sales in the United States. At this same time, the traditional relationship between Grey- hound and GM had soured because of problems with

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 39 Although Greyhound Corp. acquired ownership of While the Scenicruiser of the 1950s pioneered the MCI in 1958, it took nine years to make the complete new coach length of 40 feet, the MC-6 was intend- transition from buying GM coaches to buying only ed to pioneer the new coach width of 102 inches in MCI coaches. MCI immediately began developing a the 1960s. Unfortunately, the appropriate legislation suitable coach for Greyhound’s use. The prototype proved to be elusive and the MC-6 ended up being 35-foot MC-1 was developed in 1958 and was fol- ahead of its time. It did not enter regular production lowed in subsequent years by the MC-2, MC-3, and until 1969 and only 100 were built, all for Greyhound. MC-4, all of which were built and sold only in Canada. Because of their width, Greyhound was forced to limit Greyhound was apparently pleased with the devel- the assignment of MC-6 coaches to special routes oping coach models because a new MCI facility was where permits or other regulations allowed the coach- established in Pembina, North Dakota in 1964. Lo- es to operate. The 102-inch width later became legal cated 80 miles south of Winnipeg and within walking after the MC-6 coaches had left the Greyhound fleet. distance of the international boundary, the Pembina facility served the dual purpose of increasing MCI Although the MC-6 itself was not produced in large production capacity while completing production in numbers, it did influence the industry in several ways. the United States to provide significant U.S. content. It prompted Trailways to develop their Model 07 Eagle This not only saved on import taxes but also allowed with a width of 102 inches. That was also built in lim- the resulting coaches to comply with “Buy America” ited numbers because of roadway width restrictions. requirements. Work on the MC-6 prompted the development of the MC-7 and subsequent MCI models which effectively The Pembina facility opened with the MC-5 model. brought the intercity bus industry into the 40-foot era. Western Greyhound Lines took delivery of 90 units in The MC-6 also helped in encouraging legislation to 1964, thus starting the long-standing Greyhound-MCI make the 102-inch width legal on federal highways in relationship. Greyhound then took delivery of MC-5A the mid-1980s. coaches in 1965, 1966 and 1967 as MCI production increased. What did happen is that MCI’s work led to the devel- opment of the MC-7 and subsequent MC-8 and MC-9 Greyhound continued to purchase GM coaches for fleet replacement while MCI was increasing pro- duction to meet Greyhound’s requirements. More PD4104 coaches with restrooms were added to the fleet through 1960. From 1961 to 1965, Greyhound began taking delivery of GM’s newer model PD4106. The last GM model received by Greyhound was the PD4107 in 1966 and 1967. After this, new coaches Engine Heat Protection came entirely from MCI. Reduce that unwanted heat with While the PD4106 and MC-5A offered a few industry an EHP rollboard. improvements, including the respected 8V-71 engine, they were more evolutionary than revolutionary. Both models effectively closed out the 35-foot coach era at Greyhound and had a reputation for being economical and trustworthy.

By mid-decade, Greyhound was looking for a new model to replace their Scenicruisers and began work- ing with MCI on a model to be designated the MC-6. Stops heat and noise dead · E cient · Economical It turned out to be a 40-foot coach with a width of 102 Easy installation inches, three levels, a sloping aisle, a 12-cylinder en- No special tools • No mess • No heat storage gine, and a host of unusual features. Going from the Cuts down heat by 50% then conventional 96-inch width to a 102 width pro- Used by Airstream Mfg. and professional coach builders vided more room for passengers while also improving the ride because the suspension components were 39250 Green Meadow Road, Temecula, CA 92592 further outboard. (951) 302-2212 EngineHeatProtection.com

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Here are two transition models that effectively passed the Greyhound bus building torch from General Motors to MCI. Left: MCI was acquired by Greyhound in 1958, but Greyhound continued to order GM coaches for several years. In 1966 and 1967, the PD4107 became the last GM model to enter the Greyhound fleet.This example was photo- graphed in Washington, D.C. in April of 1979. Right: While MCI coaches had been used by Greyhound of Canada for decades, the MC-5 was the first MCI model to enter service with Greyhound in the United States.This MC-5A was photographed leaving Chicago’s underground Chicago terminal in April of 1979. The plain white paint indicated that the coach was one of a group up for sale. ROBERT REDDEN, REDDEN ARCHIVES.

models which dominated the industry for the next two decades. These three models have been underrated by history. The MC-7 was effectively a lengthened and strengthened MC-5A with a raised passenger area. It went into production in 1968, a year ahead of the MC-6. They effectively became Greyhound’s

Several people suggest that the MC-6 was originally intended to be a replacement for the aging Scenicruis- ers. It has an unusual design and pioneered the new 102-inch coach. When acceptance of the new width was not forthcoming, only 100 were built. They operated on special routes with permits. NBT.

The MC-7 went into production in 1968 and became MCI’s first 40-foot coach. It effectively replaced the Sce- nicruisers in Greyhound’s fleet and became popular with other operators. This example, with the “Super 7 Sce- nicruiser” logo, was photographed in Harrisburg, Penn- sylvania in September of 1979. ROBERT REDDEN, REDDEN ARCHIVES.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 41 replacement for the Scenicruisers and there are many Manufacturing. In what must be considered a unique people who rate the MC-7 as the next best coach to turn about, Greyhound took delivery of some new the Scenicruisers. Eagles – a coach long associated with its major com- petitor, Trailways. Purchases of new buses slowed The MC-7, MC-8, and MC-9 were trendsetters in down late in the decade as financial problems led to several areas. Greyhound and Trailways had been bankruptcy in 1990. operating 40-foot coaches since the 1950s, Prevost introduced a 40-foot coach in 1967 and GM intro- Greyhound’s revitalization in the 1990s was helped duced their 40-foot PD4903 in 1968. However, the along by a new model called the MC-12. Historically, MC-7 and subsequent MC-8 and MC-9 were undoubt- I would rate the 719 and 743, the PD4104 and Sceni- edly the biggest influence in moving the intercity bus cruiser, and the MC-6 as being revolutionary while the industry to 40-foot coaches. These three models were postwar PD3751/PD4151 Silversides and the MC-12 also the biggest influence in increasing MCI market were refinements of existing technology. The postwar share. Within a span of less than two decades, MCI Silversides kept Greyhound going after the war until went from a regional bus builder to capturing more they could develop a new model. The MC-12 kept than half of the domestic market in intercity coaches. Greyhound going after their financial troubles until In 1973, Greyhound began ordering coaches with they could develop a new model. automatic transmissions instead of a stick shift. This started with the last delivery of MC-7 coaches. Ex- Like the postwar Silversides, the MC-12 was simply pectedly, the remainder of the industry followed. an evolution of existing technology. Simplistically, the top half of the coach is an MC-9 with an improved roof While Greyhound was the largest user of the MC-7, cap while the bottom half is a 96A3. To some extent, MC-8, and MC-9, they were not exclusive models for the MC-12 was an anachronism since it remained 96 Greyhound. If there was any time during Greyhound’s inches wide and 40 feet long in an era when other bus history where it was obvious that the intercity bus operators were going to 102 inches and 45 feet. How- industry was following its lead in regard to specific ever, the MC-12 was highly compatible with the exist- bus models, it would be during this MC-7, MC-8 and ing Greyhound fleet and proved to be an economical at least the start of the MC-9 era. In fact, MCI’s sales grew so rapidly that they opened another manufac- turing facility at Transportation Manufacturing Corp. in Roswell, New Mexico in the mid-1970s. Most of the DRIVE SHAFT DISCONNECT Greyhound MC-8 and MC-9 coaches were built here over the following decade and were designated as Tow your rear-wheel and 4WD automatic TMC models. transmission vehicles with ease.

The second half of the 1980s was a volatile time for Quickly disconnect your vehicle Greyhound. It started off as a continuation of earli- transmission while sitting in the driver’s seat. er years with Greyhound opting for the newest and most popular models. In late 1984, Greyhound began Tow all four wheels on the ground. buying the new MCI 96A3 model and then switched to the 102-inch wide 102A3 when it became available Find an Authorized Dealer online today! in 1985. Purchases of the 102A3 continued into 1988 with more than 800 eventually entering the Grey- hound fleet. As with the other models Greyhound had selected since the late 1960s, the 96A3 and then the 102A3 became the most popular models on the U.S. market and were ordered and operated by numerous other bus companies.

In late 1986, Greyhound Lines was purchased from Greyhound Corp. by an investor group headed by Fred Currey. Greyhound Lines then went on to pur- chase Trailways, Inc. in 1987 and acquired Eagle SuperiorDriveline.com International which was then renamed Eagle Bus 1.855.447.3626

www.BusConversionMagazine.com 42 BCM BUS CONVERSION July 2019

In an unusual turn of events, Greyhound acquired Trailways, Inc., the former Continental Trailways, and Built from 1992 through 1999, the MC-12 model became its Eagle manufacturing plant in 1987. The subsequent the backbone of the Greyhound fleet in the late 1990s. acquisition of new Eagle coaches by Greyhound brought With a width of 96 inches and a length of 40 feet, the both used and new Eagle coaches into the Greyhound MC-12 was more of a refinement of an existing design fleet. This example was still operating for Greyhound than new development. This 1992 MC-12 was photo- when photographed in 1994. ROBERT REDDEN, RED- graphed at the Jacob K. Javits Convention Center in DEN ARCHIVES. New York City on April 10, 2000. JC. REBIS JR.

workhorse. It also incorporated certain Greyhound duction. Expectedly, the MC-12 did not exert much features not available on the standard MCI models. influence on the charter and tour operators who went their own way at this time with other models. Howev- Although technically available to other operators, the er, even though the intercity bus operators purchased MC-12 was only ordered by Greyhound and affiliates different models, MCI retained a majority share of new as a seated coach. It was also built like a prisoner coach sales in the U.S. and Canada. transportation vehicle after the MC-9 ceased pro-

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 43 tinues to look at other makes and models of buses, Greyhound and MCI began working on developing a new model suitable for Greyhound’s needs. Floyd Holland, Greyhound’s senior vice president of opera- tions, headed a team out of Greyhound’s home office in Dallas while Virgil Hoogestraat headed the MCI engineering team out of Roswell, New Mexico. What resulted was the new MCI “G” series which was de- signed to be built at MCI’s facility in Sahagun, Mexico.

A total of 25 41-foot G4100 coaches were initially built and tested in revenue service by Greyhound and oth- er operators. After the initial test period, Greyhound Originally introduced in 1978, the MC-9 went on to be- come the most popular intercity 40-foot coach of all time. elected to go with a 45-foot coach which was given It carried Greyhound through its trying times in the late model number G4500. In May of 2001, Greyhound 1980s. This MC-9 was new when it was photographed began taking delivery of new G4500 coaches. at the new Greyhound terminal in Portland, Maine in August of 1979 while on a run from New York City to Bangor. ROBERT REDDEN, REDDEN ARCHIVES. Unlike some earlier models, the G4500 is not an ex- clusive model for Greyhound but is available to other In the late 1990s, Greyhound purchased some MCI intercity coach operators. The first non-Greyhound 40-foot 102D3 and 45-foot 102DL3 coaches. While orders were received in late 2001. An interesting side Greyhound had operated wide coaches in the past note about the “G” series MCI is that it probably has (including the MC-6 and 102A3), this was their first the most road testing of any bus prior to production. venture into 45-foot coaches. The early road tests of the G4100 coaches involved 2.6 million miles and the G4500 later went through 4.1 The story behind Greyhound’s current model, the million miles of road tests. G4500, dates back to 1996. Although Greyhound con-

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www.BusConversionMagazine.com 44 BCM BUS CONVERSION July 2019 Is the G4500 revolutionary such as the 719, Sceni- It is interesting to note that the remainder of the inter- cruiser and MC-6 or is it merely evolutionary such as city bus industry may well be following Greyhound’s the postwar Silversides and the MC-12? I think it is lead in regard to the philosophy behind the G4500. both. On the one hand, the G4500 borrows a little bit When Greyhound and MCI began working on the “G” of styling from the top-of-the-line E4500 and some of model concept in 1996 their goals were to develop a the componentry from the tried-and-true D4500. While simple yet serviceable coach that carried a reason- this is the first time that Greyhound got involved with able price tag. I note that as early as 2000, the less the design of a 102-inch wide 45-foot coach, those expensive and simpler coach models on the market dimensions have been typical in the intercity bus industry for a decade.

On the other hand, there are a lot of features on the G4500 which could be classed as new or improved. Both the suspension system and the cooling system have had major improvements to make them more practical and easier to maintain. There are numerous changes in and around the engine to reduce mainte- nance and simplify daily service. The luggage com- partments are more open and have a higher capacity. Several electrical items are state-of-the-art including LED type lights and daytime running lights. I also note Although MCI’s new “G” model was not exclusive for that the “G” has more stainless steel than the “D.” Greyhound, the company did have a great deal to do with the original design and testing. Several months were spent road testing 25 of the 41-foot G4100 model coaches before the “G” model went into regular produc- tion. Here, May 31 of 2001 found this G4100 parked at the Greyhound lot on 30th Street at 12th Avenue in New York City. J.C. REBIS JR.

During the gap between the end of MC-12 production and start of the “G” series, Greyhound purchased other models including the 102D3 and the 102DL3. This ex- ample of the 102DL3 was photographed on West 29th Street near 12th Avenue in New York City on April 18, 2001. The 102DL3 was the first 45-foot model purchased by Greyhound. J.C. REBIS JR.

Will the rest of the intercity bus industry follow Grey- hound in regard to the G4500? There is no question that the industry continues to follow Greyhound’s lead in regard to the manufacturer. More than half of the new intercity coaches sold in the U.S. and Canada come from MCI and their market share increased as high as 60 percent in 2001 after Greyhound started taking delivery of the G4500. I would also predict that if only because of its width and length, you will find more independent operators buying the G4500 than bought the MC-12 although I doubt if the “G” will re- place the “D” in being the most popular model on the market.

www.BusConversionMagazine.com July 2019 BUS CONVERSION BCM 45 began to increase in popularity. Hence, it is clear that the intercity bus industry is following Greyhound’s lead to economy and simplicity. Will this develop LARRY PLACHNO into an industry trend? It is too early to say, but we certainly can watch things in the years ahead to see whether Greyhound remains an industry leader.

Larry Plachno has spent most of his life working in the bus industry. He purchased his first bus in 1963, worked for bus compa- nies and owned bus companies including Executive Commuter Coach and Wiscon- sin Illinois Stages. He has owned several bus conversions including three by Custom Coach. Since 1977, he has served as the editor of National Bus Trader. You can contact Larry at Larry Plachno at Although Greyhound had a great deal to do with the [email protected] design and testing of the new “G” model, it is also being operated by other companies. This G4500 is being op- erated by Trans-Bridge Lines, Inc. It was photographed on West 41st Street in New York City on September 15, 2001. J.C.REBIS JR.

www.BusConversionMagazine.com 46 BCM BUS CONVERSION July 2019

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1995 Dina Price: $49,000 Contact Number: (773) 858-3473 Bus Year: 1995 Motor: Allison B500 Bus Location: Chicago, IL Sellers Name: Wulf Ward

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Price: $25,000 US Price: $23,000 US Contact Number: (714) 614-0373 Contact Number: (714) 614-0373 Bus Year: 1980 Bus Year: 1992 Motor: Gardner 6lxb Motor: Cuminns L10, Diesel, 6 cylinder. Sellers Name: Gary Hatt Sellers Name: Gary Hatt

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1981 MCI MC-9 Conversion 1962 GM PD 4106 “Ramblin Rose” Price: $25,999 8V71 with 5-Speed Allison Contact Number: (951) 317-3859 Price: $39,750 Bus Year: 1962 Location: Florence, WI Motor:SOLD Allison V730 automatic Call Bill at (715) 528-5225 ClickANOTHER HERE for BUS more LISTED info. IN BCM HAS SOLD Click HERE for more info

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1968 Eagle Model 05 1989 Eagle Conversion Reduced Price: $20,000 Price: $60,000 Contact Number: (910) 893-8892 Contact Number: (865) 399-1993 Bus Year: 1968 Bus Year: 1989 Motor: 8V71, 4 Speed Spicer Motor: Allison Automatic Transmission Bus Location: Buies Creek, NC Bus Location: Kingston, Tennessee Sellers Name: Gene Lewis Sellers Name: Gail

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YOUR AD HERE Not only will people see it in the magazine, 1974 MCI 8 Bus Conversion Reduced Price: $30,000 CASH they will see it online too! Contact Number: (707) 315-6606 Bus Year: 1974 Only $99 until SOLD! Bus Location:SOLD Vallejo, CA. 94591 Click HERE for more info. Click HERE for more info. ANOTHER BUS LISTED IN BCM HAS SOLD

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MCI – MC-9 with 1987 MCI-9 Price: $29,999 Detroit 6V92 Engine Contact Number: (406) 521-0651 Bus Year: 1987 Price: $65,000 Motor: Detroit 6V92 Turbo DDEC and Located in Kerrville, TX HD 740 Allison Trans Call Frank at (830) 928-2303 Bus Location: Montana Sellers Name: Gary Ferguson Click HERE for more info. Click HERE for more info.

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1965 MCI Conversion Bus YOUR AD HERE Price: $69,000 Not only will people see it in the magazine, Contact Number: (954) 298-7507 they will see it online too! Bus Year: 1965 Motor: 4500K Allison Transmission Only $99 until SOLD! Bus Location: South Florida Sellers Name: Linda Rucerito Click HERE for more info. Click HERE for more info.

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1990 Prevost LeMirage XL Price: $52,000 1984 Eagle 10 – 8″ Roof Raise Price: $58,995 Contact Number: (224) 856 5364 Contact Number: (937) 548-0686 Bus Year: 1990 Bus Year: 1984 Current Miles: 96,000 Motor: 6V92 Detroit Diesel Motor: Angola. Detroit Diesel 8V92 Bus Location: Greenville,OH Bus Location: Campton Hills, IL 60124 Sellers Name: Becky Collins Sellers Name: Rosemary Sayre Click HERE for more info. Click HERE for more info.

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1984 MCI 9 1974 MCI8 – 871 Detroit Price: $35,000 Price: $7,500 Contact Number: (605) 759-1385 Contact Number: (218) 329 6246 Bus Year: 1984 Bus Year: 1974 Current Miles: 852,000: Motor: 871 Detroit with Allison Transmission Bus Location: Sioux Falls, SD Bus Location: Hawley,MN Sellers Name: Brian Wheeler Sellers Name: Rick Peterson

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1984 MCI Bus Conversion 1988 Prevost XL Price: $7,500 Contact Number: (618) 841-2195 SUBSCRIPTION FORM Reduced Price: $39,995 Contact Number: (540) 272-4331 Bus Year: 1984 SOLDBus Year: 1988 Bus Location: Southern Illinois Current Miles: 52,614 Sellers Name: Angie Crowder ANOTHERMotor: 8V92 BUS Detroit LISTED Diesel IN BCM HAS SOLD Click HERE for more info. Click HERE for more info.

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/ Month Year 54 BCM BUS CONVERSION July 2019 Dave Galey Busin´ Bits

The following is an excerpt from Dave Galey’s 164 page book - Busin´Bits.

This book is designed to provide information only on the subject matter covered.

It is provided with the understanding that the publisher and author are not engaged in rendering legal, accounting, engineering, or other professional services. If legal or other expert assistance is required, the services of a competent professional should be sought.

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You will find several Books on PDF to enjoy in this section and as long as you have a membership (subscriber) you will be able to enjoy this collection of Dave Galey’s books.

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Table Of Contents Introduction 5 It’s the Pits 87 A Weighty Subject 6 Computer Center 90 History of the Eagle Motorcoach 11 Jones Offset Hitch 93 Big Engine is Big bus fun 19 Check List 96 The Shell of your choice 23 Like Money in the Tank 98 Camping 27 Where to Get It 102 Making Camp 33 A Cool Idea 110 Where Am I 36 Bus Barn 114 E-Mail on the Road 39 Housepower 119 Sneaky Leaks 43 Motor Oils -more than you Wanted to know 122 Trip Log 46 Overnight Stopping Places 132 Fire Safety on the Road 50 A Weekend Rally Trip 136 I’m Really Pumped Over This! 54 A Winter Adventure 138 Air Brakes 101 58 The Fragility of Eggshells 144 Foam Insulation For Our Buses 65 In Appreciation of a Basic Appliance 147 Headliners 70 English Simplified 150 Rallies 73 Dark Suckers 151 A Grand Entrance 77 Random Thought of A Bus Nut 153 The Bus Look 80 The Converted Bus 157 What’s in a Nut 82 Index 161 How to get Wired 84

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Introduction This book is a potpourri of random have probably read almost everything subjects taken from magazine articles in this book. One of the neat things, is, written for various publications in re- with this book, you can toss all thoses cent years. By accident I became a writ- old issues and stacks of magazine you er of a monthly column in Bus Con- were planning to read someday but version Magazine. I had written a few were never going to get around to it. books and bought an ad in the maga- zine. It was getting too expensive to ad- On the other hand, if you don’t read my vertise my stuff in the regular journals monthly contributions, almost every- such as Family Motor Coaching, and thing in here will be new. Of course, if Good Sam’s Motorhoming, so I made you don’t read my columns, why would a deal with Rikki Gee, the horsepow- you read it now? er behind Bus Conversions to give me a discount if I would send them some Hmmmm. printable stuff. GM PD41XX SERIES BUSES At first, I suggested they might re- print some of the chapters in The Joys of Busing. Rikki, informed me that at least eight columns out of twelve had to be original, so I agreed. Actually, I have been creating original stuff every month and not relying on my past lau- rels. I have to admit, it’s tough to keep Looking for GM Intercity coaches left in the world. Coaches are being tracked by serial number and location, city and state. Any thinking up a new subject every month. status: conversion, seated or scrapped. Even buses sitting in fields, I would like to add their numbers to the list. All GM coaches built This is no doubt obvious when some between 1947 and 1980, with the exception of Scenicruisers. of my stuff has fallen flat. If you are a Call Jon at (760) 272-4081 regular reader of Bus Conversions, you or email: [email protected]

You just might find yourself Want to be Famous? the “center” of attention.

Contact us for details You will also receive a FREE fve year about getting your bus on subscription for a feature article that we the cover of BCM! run. For all other articles we run, you will receive a [email protected] FREE 1-3 year subscription.

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Pacific Bus Museum Annual Open House For more information, click Here Aug 18, 2019 www.pacbus.org View 11 AM – 3 PM Page 58 Freemont, CA

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www.BusConversionMagazine.com 64 BCM BUS CONVERSION July 2019 prepared with punches and drill bits for a battle. Battle cancelled. Tomorrow I’ll work on removing the hub and mak- ing a special tool for the bearing adjusting nut. It’s the one with the two dowel holes.

Title: Steer Axle Oil Seal Project Post by: GnarlyBus It’s time to fix my leaking oil seal on the driver’s side of my steer axle. After discussing it with Luke and reading tons of opinions online, I’ve decided to switch my steer axle to greased from oil bath. Two main reasons are that we don’t drive the bus all that much (every other week in the Summer and not much Post by: TomC at all in the Winter) and I don’t want to deal with If you don’t have a problem regreasing every leaking oil seals that ruin brake shoes again. I 25,000 miles, then why do you have a problem have no problem re-greasing bearings every 25k with oiled bearings? There are virtually no trucks or so. or buses with greased bearings on the front or rear axle anymore. When I bought my bus, I had I’d like this thread to be a chronicle of this project the greased bearings changed to oil bearings. not a restarting of the grease vs oil debate, if that can be helped! :) That was in 1993. Still good to this day (I was just under the front of the bus.) We full-time so I’m doing this project basically in a forest trail asphalt parking lot up here in Ore- Just repair what you have and keep the oil bear- gon. I didn’t figure the RV Park would appreciate ings. Brake linings are not that expensive-should my DIY or Die attitude. be less than $100 each. At around midnight (no hornets and flies and Post by: bevans6 we’re night owls anyways) my wife and I jacked You can adjust the special nut for the bearings up the bus with our 20-ton HF air jack. We did with two punches and a long screw driver. You this manually because the 2000 watt genera- do it up as tight as you can, spin the hub, then tor doesn’t like to power my compressor at this back off, repeat a few times, then adjust your altitude. Then we used the 64:1 torque multiplier clearance per the book, and torque down the re- miracle lug wrench on the leaking driver side taining nut. I won’t comment on the oil vs grease wheel. Left hand studs were a trip and I had to debacle, oops, debate... :) keep reminding myself of them. The lug wrench was a dream. It was easy to use and felt really You need to carefully examine the spacer that is controlled and smooth. For fun I tried to remove on the inside of the stub axle that the seal rides one with a 3/4” breaker bar and 4’ cheater pipe on. It needs to be perfect, or extremely good, or but couldn’t do it easily. the new seal won’t last. That spacer is a re- placeable part, although I chose to speedi-sleeve Using a 1” iron pipe we shimmied the wheel off mine. the studs and rolled it to the back to lean against the bus. We’re not laying that bad boy down if we Post by: luvrbus can help it! Quote from: luvrbus The only reason oil seals fail is lack of mainte- Then I saw something that might just make my nance and too much run-out, plus people install- week! No drum-to-hub screws!!! Yes! I was all ing one with a 2x4 and hammer.

www.www.BusConversions.comBusConversionMagazine.com July 2019 BUS CONVERSION BCM 65 Post by: GnarlyBus years to accumulate 25,000 miles; but if he has a seal leak oil out on a trip and pays a garage to Before removing the bearings I tried to measure repair it, the cost could reach a grand. the end play. I’ve never done this before but fol- lowed instructions I found online. I set the magnet Post by: GnarlyBus on the spindle and positioned the dial indicator on Thanks Chessie! I actually was quoted a grand the hub where the Stemco hub cap bolts to. Then just for the wheel seals on the steer axle! Plus I pushed and pulled the hub in and out but not these 14.5x5 linings were really rough to track twisting. I did this multiple times and the dial did down until I called Luke at US Coach. It’s taken not move. Do I do that correctly? me 5 years to put on 14k miles. When I got to the adjusting nut I could remove it The project is going well. I’ve cleaned all of the easily by hand. gear oil out of the bearings, hubs and other pieces. I’ll be replacing the brake linings that are The seal was a Scotseal classic which I’m replac- soaked and doing a full inspection of the brake ing with a plus XL because no special tools are components. needed. The seal said 2013 on it. I saw a YouTube video where a guy used a nee- The bearings look good without any evidence of dle fitting on his grease gun to fill his bearings overheating or damage. I’m soaking them in gas- then made sure by finishing them by hand the oline then I’ll take a closer look without spinning palm push way. I’m going to try that. I’m going to them too much. use a full synthetic Valvoline grease with moly. It’s done me real well on my car bearings.

Post by: bevans6 How big a lever did you use to try to move the hub? I would use a 2’ long pry bar if I was trying this measurement. Sounds like you are going in the right direction.

Post by: GnarlyBus Hmmm... I didn’t use a pry bar I just pushed and pulled about as hard as I could on the hub. What should I pry on?

Post by: chessie4905 Brake linings aren’t that expensive? Plus sol- Post by: GnarlyBus vents to clean up and rags, towels... Oil bath One more thing: I won’t even mention what the seals are great along with sunroofs, till they leak tire shop had put on my lug studs to keep them and make one hell of a mess. Most trucking from seizing because I know no one can resist companies use oil seals because of less labor in that debate either but I will say that I bought a having to service repacking bearings. Eventual- tube of inspection torque seal paint that goes ly the oil bearing setup will disappear and go to onto the studs and lug nuts that’s designed to sealed assemblies. It may take Gnarly bus ten crack if they loosen at all. Wasn’t expensive and

www.www.BusConversions.comBusConversionMagazine.com 66 BCM BUS CONVERSION July 2019 should give me some piece of mind. I guess it’s used on all kinds of stuff in aviation but I’d never heard of it until yesterday. I checked the studs and nuts really closely and they look good. My lug nut covers are getting rusty. They aren’t expensive but I kind’a like the look of the wheels without them.

Post by: luvrbus Torque seal paint has been around for a long time, a Marks-A-Lot will do the same thing for a buck. I like the cross/check in pink. Trucking co’s use the gear lube for mileage gain.

Post by: chessie4905 With the bearings cleaned completely, inspect closely the race the rollers ride on. Hold it up to the light and peer inside. Many times there will be large pits in the surface that doesn’t show much on the rollers. These can make packing bearings a breeze. Just use a grease gun with correct grease. Check the bearing O.D. to be sure it is large enough. https://www.amazon.com/Plews- 70-025-Deluxe-Bearing-Packer/dp/ B0002YWULG/ref=sr_1_4?crid=3USR- WCU10HBW8&keywords=wheel+bearing+pack- er&qid=1559696040&s=gateway&sprefix=Bear- ing+packer%2Caps%2C156&sr=8-4

Post by: GnarlyBus Thank you for the tip, I just did this and they look I made this tool for the adjusting nut. I used 1” real clean and undamaged. square steel tubing 1/16” thick about a foot long and drilled holes for the 60D nails. All in for $11. Post by: luvrbus It took about 5 mins. The square tubing should Quote from: GnarlyBus keep the nail shafts from twerking and damaging I made this tool for the adjusting nut. I used 1” the dowel holes like someone did before. While square steel tubing 1/16” thick about a foot long not completely necessary as you can get by with and drilled holes for the 60D nails. All in for $11. It punches or even apparently just tightening it by took about 5 mins. hand if you’ve done it enough times, this gives me a little more confidence. Plus, I’ve got 3 more The square tubing should keep the nail shafts wheels to do! from twerking and damaging the dowel holes like someone did before. I got the 60D nail idea from another thread on here where the guy welded a nut to square tubing While not completely necessary as you can get which was a cool idea. by with punches or even apparently just tighten- ing it by hand if you’ve done it enough times, this gives me a little more confidence. Plus, I’ve got 3 Post by: GnarlyBus more wheels to do! Quote from: chessie4905 With the bearings cleaned completely, inspect I got the 60D nail idea from another thread on closely the race the rollers ride on. Hold it up to here where the guy welded a nut to square tubing the light and peer inside. Many times there will be which was a cool idea. large pits in the surface that doesn’t show much on the rollers. That looks good, the easy way to make a pin wrench is buy a “Cheap” H/F adjustable 12 in

www.www.BusConversions.comBusConversionMagazine.com July 2019 BUS CONVERSION BCM 67 wrench and drill 2 holes the size of the pin then it is adjustable, I have one made by Proto I have had for 50 years

Post by: David Anderson I just went through all this. Opted for oil bath. https://www.busconversionmagazine.com/forum/ index.php?topic=33821.0

Post by: GnarlyBus Yes, solid thread. It came along right when I first heard my seal was leaking and it was helpful to me. It’s all back together now. I recommend the SKF Plus XL seals. They are very easy to install by hand and seem much less likely to leak. The hub went back on the spindle without much trouble. My wife handed me the outside bearing and adjusting nut and I tightened it down. I felt the nut bind while spinning the hub and backed it off. Then put the special washers on and the lock nut. Then I measured the end play. There wasn’t any! Plus the hub was binding slightly. It must have been the locknut. So I redid it and when I put it all back together it felt great. I measured the end play by twisting about 20 degrees back and forth while pulling then twisting while pushing. I read these instructions in a Meritor manual online I’ll try to attach later. It was right at .003 so I called it good. I trusted the Stemco window hub caps but I’m thinking I may track down ones without windows. Or maybe I’ll make a plate to go over the win- dowed portion. I read that synthetic grease likes to be vented. We used the ol’ stand on a cheater pipe 2.5’ feet out to tighten the lug nuts down in a star pattern. We did it while building up in torque. I did a few about as hard as I could without straining with the 3’ cheater and they were real close to standing on it. This seal replacement job really wasn’t all that difficult. I’d encourage anyone who wants to try to do it themselves. I debated whether to order the brake linings Bonus tip: Most bottle jacks come with a wimpy and do them at the same time as the hub seal. I two piece pole for pumping. I used a 1/2” ID black decided that I’d do the hub first and inspect the pipe 4’ long which keeps me out from under the whole area: S-Cam bushings, brake chambers, bus. Although it does take a while to pump! The slack adjuster, steering linkage, etc. I did clean tip is to take an angle grinder and grind a slot the brake linings with a few cans of brake cleaner in the end of the pipe to fit on the air release to but I’m under no illusions that this will cut it. drop the jack. Way safer than being under it while releasing the air. Everything in the brake and steering systems

www.www.BusConversions.comBusConversionMagazine.com 68 BCM BUS CONVERSION July 2019 in the driver’s side axle area looked good. No people get confused and pack the hub caps with S-Cam play. No giant push rod movement on the grease. brake chamber. The drums measured good as well and don’t have much wear at all. I’ve also attached the instructions from Hendrick- son for measuring end play that I used. I’ll be ordering the linings from Luke and I’ll pop off the tire and drum on the driver’s side and Hopefully this thread helps someone. That’s why replace them then do the complete job on the we’re all here, right?! passenger side before eventually doing the tag axles probably when I go south as they are in fine shape. I anti-seized face of the hub where the drum makes contact so that it would come off easier next time. I also had a little surprise when I went to put the tire back on where the body had aired down enough to rest on my worn out bump stops. The tire wouldn’t fit under the rubber fender trim so I used the 12-ton stubby to raise it up. That did the trick.

Post by: buswarrior Nice report, and pictures too!

Post by: luvrbus The run out end play is why the method on the newer stuff is different. The old method is almost impossible to get right without guessing a lot be- cause when you tighten the lock nut to the spec the end play changes.

Post by: GnarlyBus I hear that. The manual says something like “tighten it until it binds and then back off a 1/8 turn and finish assembly”. ‘Til it binds? That’s not a very objective term to me. So I figured I’d at least use a dial indicator so I had something to measure. Lots of YouTube videos I saw have the cone in the middle between the bearings so the techs can do them quicker.

Post by: GnarlyBus I’ll add this info for the next guy who changes out a wheel seal on an MC-9.

• Inner Bearing (Race): Timken 6379 (6320) • Outer Bearing (Race): Timken 557-S (557-A) If you change the bearings you need to change the races.

Wheel Seal: SKF Scotseal PlusXL 40091 (Pre- mium install by hand) or Scotseal Classic 40086 (Classic install with tool) or National 370066A I’ve attached a diagram of how much grease is supposed to be in the hub and bearings. Some

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