JNHEscher
Red Skull Member
MarkObtinaro said,
Using PVC is actually a very clever way in which to isolate, protect, and to move electricity, water, high pressure oil, and high pressure air from the back of the bus to the front of the bus and back again.
I still hope you get the cooling system on your coach figured out. The dual radiator setup on a C-coach with the 8V-92 with an automatic was just adequate on warm days on reasonable hills. Get the ambient above 90* and the slope more than 5% and you were going to overheat. And that was when the buses were new. Be aware that on automatic transmission equipped buses the driver's side radiator was almost 100% tasked to cool the transmission leaving only the curb side radiator to cool the engine.
When Kasseboher/Setra started selling buses in North America they installed 8V-92's in them. To deal with the extra heat those engines generated Setra installed an auxiliary radiator with two or three electric fans. Even with the almost doubled radiator cooling capacity over the Eurospec Setra coaches the 8V-92 equipped Setras would still over heat on a hot day on a long uphill grade.
The advent of the D-coach and the single radiator was a big improvement. Going from the 8V-92 to the Series 60 was the biggest improvement for the cooling system.
I know some of the model -12's had larger radiators than some of the C-coaches. Just like the -8's were bigger than the -7's and the -9's were bigger than the -8's. But all of the -5, -6, -7, -8, -9, -10, and -12 models had the twin radiators and they all overheated if the grade was steep enough and/or the ambient temperature was hot enough.
Many operators that routinely pulled big hills, like the buses that traveled over Donner Pass, installed water sprayers that would shoot water onto the radiators to speed the heat transfer. It worked fairly well but the downside was if you didn't use distilled water over time the radiators would get clogged with mineral deposits.
Using PVC is actually a very clever way in which to isolate, protect, and to move electricity, water, high pressure oil, and high pressure air from the back of the bus to the front of the bus and back again.
I still hope you get the cooling system on your coach figured out. The dual radiator setup on a C-coach with the 8V-92 with an automatic was just adequate on warm days on reasonable hills. Get the ambient above 90* and the slope more than 5% and you were going to overheat. And that was when the buses were new. Be aware that on automatic transmission equipped buses the driver's side radiator was almost 100% tasked to cool the transmission leaving only the curb side radiator to cool the engine.
When Kasseboher/Setra started selling buses in North America they installed 8V-92's in them. To deal with the extra heat those engines generated Setra installed an auxiliary radiator with two or three electric fans. Even with the almost doubled radiator cooling capacity over the Eurospec Setra coaches the 8V-92 equipped Setras would still over heat on a hot day on a long uphill grade.
The advent of the D-coach and the single radiator was a big improvement. Going from the 8V-92 to the Series 60 was the biggest improvement for the cooling system.
I know some of the model -12's had larger radiators than some of the C-coaches. Just like the -8's were bigger than the -7's and the -9's were bigger than the -8's. But all of the -5, -6, -7, -8, -9, -10, and -12 models had the twin radiators and they all overheated if the grade was steep enough and/or the ambient temperature was hot enough.
Many operators that routinely pulled big hills, like the buses that traveled over Donner Pass, installed water sprayers that would shoot water onto the radiators to speed the heat transfer. It worked fairly well but the downside was if you didn't use distilled water over time the radiators would get clogged with mineral deposits.
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