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What do you think of the 1992 to 1994 coaches?
I’ve been looking at a 1992 Marathon and 1994 Liberty that fit nicely into my budget. I’d like to know from those who have them, what you think of the coaches from that period and the negative of having a non series 60 engine in them. If you can find a good one and/or have a good shop to bring it up to standard both inside and below. What would you tell me about 92 to 94 vintage you think I should know?
I don’t mean to limit this thread to only those with 92 to 94’s. I’m just after the nuances to be offered from those who actually owned them?
HJ
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20 Replies
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I’ve got a 1991 converted XL Mirage with the 8V92TA and 5 speed Allison and like it. It was in the price range that I paid cash and never looked back. Bought mine with 50,000 miles on it and so far so good after 6 going on 7 years. Just look at replacing goodies as you go along unless it’s been updated.
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Yes sir, My position exactly, I can pay cash for it! I’m told with it being a 2 cycle that if your slowed down going up hills/mountains its hard to build your speed back up. Have you found it to be a big deal or just something to sit back and enjoy the soundings. I’ve also heard the engine leaks oil, has that been your experience as well?
HJ
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Finding good techs to work on 2 stokes is getting hard to do. Most of the really good ones have retired. Also, I would imagine that parts are going to be an issue soon, if not already. I have heard that some ECM’s and iron parts are no longer available. And yes, they do leak oil more than a Series 60 will.
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Mine only has 88,000 miles on it and so far no oil leaks. Have noticed the last time or two out if you idle it will throw a spot or two out breather tubes. No leaks on engine. Still silver.
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we are totally pleased with our 1990 Classic 8V92. Love the way it sounds and love the he way it performs. We previously had a brand new H345 with the S60. I see no discernible difference in the performance. FLeet Services in Springfield MO still offers full service and repair to the 8V92 if needed.
It’s still a Prevost man! Go for it and enjoy.
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If I were to buy a 92 to 94 Prevost conversion here would be some considerations.
I would want one that came equipped by the converter with inverter/chargers. Early conversions had converters which were lousy battery chargers and a small inverter which only produced a relatively small amount of AC power. If you don’t know the technology don’t worry about it other than to make sure it started life with the current type of electrical system. I emphasize that because I have seen several older conversions that were “upgraded” from converters and not only was the modification of poor quality in a couple of cases the modification looked like it had the potential to be a fire hazard.
I would insist on a coach that has a conventional full size house refrigerator. Early conversions had Norcold or Dometic refrigerators which were terrible. Some Norcold refrigerators would catch fire. Both would frost up quickly and they were inefficient.
Other than those two items which are deal breakers for me, I don’t see a 2 stroke conversion having any more or less need for chassis or house repairs than a 5 year newer coach. Mark is correct about the lack of skilled 2 stroke mechanics, and the potential for some issues if the ECM fails but those potential issues are mitigated by much lower prices for coaches of that vintage.
Coaches in that year range are going to be 40 feet.
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Like Hugh, I bought a 94 with the 8V92TA and Allison 5 speed and never looked back. Mine does not leak oil and does not burn oil. Sure if you idle it a low rpm for 20 min the slobber tubes work. Just use high idle and no spots
I pull the grade on I-40 from Knoxville to Ashville at 50 mph. I don’t have any issues in keeping up with traffic. A little slow off the line until boost gets to about 5 psi but that really is normal behavior. Dont check incremental mpg on that grade!
Service is still available just not at every truck stop. If you ever had issues to warrent an out of frame re-build you can always put a 60 series in. Not drop in and not cheap but that is my plan if I need it. MTU has the rights and parts for the 2 stoke. They are still made new for military and oil patch use.
I recommend DEC II at least. DEC I ECM are no longer available. I have the service manuals and trouble shooting manuals for the engine, ECM and tranny. They can be scanned and used by others.
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If you haven’t bought by August, I will be outside Franklin for the Eclipse. Be glad to show you around a 94.
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HJ,
If you end up with a 2-cycle in the coach you choose and you need a mechanic that knows his way around it, please give us a call at American Fleet in Springfield Missouri. Fleet Pride is a company more interested in selling parts than they are diving into building/repairing Detroit Diesel 2-cycle bus engines on a daily basis.
All we build and work on are Detroit Diesel engines for the bus industry. We would be more than happy to provide you with a 1st or 2nd opinion in regards to any Detroit Diesel engine you choose. But if I was asked for my opinion I would recommend a series 60 if the budget allows for it. Especially if you do NOT plan on gettting your hands dirty with a 2-cycle.
We recently had a customer come to us for a left hand turning 2 cycle. His bus was at Stewart/Stevens near Farmington New Mexico, they wanted nothing to do with that engine build, and once our engine arrived there, it took them a month to figure out how to install it with our help along the way.
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Our previous bus was the PrevostXL 40 Beaver Coach produced a June 1, 1992. It was a 1992 shell. We had previous three forty-five footers with Series 60s. At time of purchase, September 2009, having come from the bus transport industry, we had no qualms about 8V-92, especially after Jon’s consultations. (Phone call swarms)
We owned the Beaver bus from 2009-2015. Put 62,000 miles on it towing a 7700 lbs GMC 3/4 t duramax four door and an LX -470 6% grade out of Denver on I-70 speed in 2nd was 38 mpg. Similar to our 51,000 lbs powered Series 60 forty-5 footers. Beaver bus weighed in at 41,460 lbs.
Asside from a manifold gasket replacement along with a manifold from MTU, boost sensor, power steering pop off valve, and basic routine maintenance we had no extraordinary issues. Having Ray Davis’s RV dash app on iPad gave us great piece of mind when pulling hills keeping coolant temps at 195. Our gauges we saw from RV dash app were off a bit.
When our current bus showed up, we weren’t shopping. But friends told us about the coach, and when buying used, having most or all of your boxes checked off, we knew we had to jump.
The Beaver had the 500 hp Ddec II with HT 755 Allison which we changed fluid out to Trandsynd. We also put 315/80 tires on where stock was 12R’s. Michelin has a supplemental psi chart for 315’s placed on 8.25 inch wide wheels. Heck, XL 45 and XLII 45’s have 8.25 inch wide steel wheels for inner duals, so no big deal
We do miss the fact that the former Beaver bus had no computer, just lots of hard wiring and switches and relays, we can diagnose an issue with house electrics, then making a trek to WW Grainger for part to solve. The 2000 Marathon has a computer
IFS vs Solud Beam axle, didn’t matter. Saw no real difference in turning et al except on angular departures from a parking lot, beam axle had a bit more coach pitch side to side. We did consider keeping the Beaver bus at one point, but it sold too fast to think it out
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I think Jon and Tom are ghost writing for H.J. ?
Pres
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HJ
If you look at the coaches for sale on this forum you will see a 2000 CC for sale at Premium with a listing price of 125,000. Seems to be right in your wheelhouse. Contact Steve Bennett
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Sound advise from Brian…
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Press you’re right about Jon and Tom being my ghost writers, they both scare the heck out of me!
And Doug, I did call about that coach but it has too many issues. But it’s a pretty Coach for sure!HJ
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Hey Joe, let me know when you’re going to be in Franklin, I’d love to meet you guys!
HJ
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