Did you know...? (Part 6)
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TIB710S TIB711P TIB712L TIB713J TIB714G TIB715D TIB716B TIB717Z TIB719T TIB721K TIB722H TIB723E
- all received 2 years' lifespan extensions till year 2016... -
Originally posted by Gus.chong:
TIB710S TIB711P TIB712L TIB713J TIB714G TIB715D TIB716B TIB717Z TIB719T TIB721K TIB722H TIB723E
- all received 2 years' lifespan extensions till year 2016...Seriously waste of time,I also think by 2016 the Habits also will have early retirement
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Originally posted by Gus.chong:
TIB710S TIB711P TIB712L TIB713J TIB714G TIB715D TIB716B TIB717Z TIB719T TIB721K TIB722H TIB723E
- all received 2 years' lifespan extensions till year 2016...
not surprising at all...anw i tot they will suddenly be gone like how the "extended" O405 did not get "extended" in the end... -
Originally posted by SMB42P:
not surprising at all...anw i tot they will suddenly be gone like how the "extended" O405 did not get "extended" in the end...This is different...there are tender notices that stated CAC O405s will be scrapped by June/July 2015, but as of now there are no tender notices that stated DAFs will be scrapped for now.
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Meaning those DAF engine is more reliable than Dennis Lance and Scania CRLs hahaha
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Originally posted by carbikebus:
Meaning those DAF engine is more reliable than Dennis Lance and Scania CRLs hahaha
But unfortunately 676H to 694E were scrapped back in 2012...
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since smrt is still facing overloading problems, how come they dont extend the lifespan of Hispano Mk1 bendies instead? so many are already scrapped. the incoming ADL cant cover up the loss of these bendies.
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Originally posted by SBS3688Y:
since smrt is still facing overloading problems, how come they dont extend the lifespan of Hispano Mk1 bendies instead? so many are already scrapped. the incoming ADL cant cover up the loss of these bendies.
Perhaps its due to parking space constraints.
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The first 40 A24s were meant to replace the box bendies,After more DDs and A22s deploy on trunks with lots of bendy buses,The bendy buses will be deploy on feeders/Short trunk svc
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Our local bus-stops and road block 's design can be built in a cute and enjoyable way just like this reference below :
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Originally posted by carbikebus:
The first 40 A24s were meant to replace the box bendies,After more DDs and A22s deploy on trunks with lots of bendy buses,The bendy buses will be deploy on feeders/Short trunk svc
But where is the order of the 40 A24s?? No news over a year....
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Did You Know Fact:
The speakers found onboard SMRT's Enviros are used to play the 'BUS STOPPING' chime.
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Originally posted by 23ispolo:
Did You Know Fact:
The speakers found onboard SMRT's Enviros are used to play the 'BUS STOPPING' chime.
Beside that its for emergency annoucement by the bus captain in case of fire etc especially to upper deck pax
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Originally posted by SBS9C:
Perhaps its due to parking space constraints.
i don't think there would be any parking space constraints, it would be status quo if they chose to extend bendies instead and choose to scrap the o405s and not extend them to allow more space for dds to park. perhaps there is something they dont want us to know by not extending the lifespan of the bendies, after all the box bendies are in rather good condition
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TIB783G has been sent to the scrapyard yesterday...
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The Lavender Coach Terminal can easily squeeze nearly 185 buses?Hope LTA convert it into a bus park with facilities.
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Originally posted by carbikebus:
The Lavender Coach Terminal can easily squeeze nearly 185 buses?Hope LTA convert it into a bus park with facilities.
could convert into like ARBP, a stand-alone bus park.
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Ya man,refurbish with some rooftops,a small office buildings,6 pump island and a bus washing machine..Good for svc from Bt Merah/Harbourfront/CBD/Lor 1/Eunos & Bedok
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...
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TIB466Y and TIB625E has been sent to the scrapyard today...
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TIB631L and TIB633G have been towed to the scrapyard today...
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SBS1688K's original ZF Ecomat I gearbox was replaced with either a ZF Ecomat II (5HP 502C) or Ecomat IV (5HP 504C) that is CAN capable some time ago. The gear selectors were upgraded to use the CAN speed range selector from the original digital speed range selector, similar to those used on the KUBs. Is there anyway to determine or does anyone know whether is it using the Ecomat II or IV (currently I assume it is using the Ecomat II)?
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Originally posted by SBS9C:
SBS1688K's original ZF Ecomat I gearbox was replaced with either a ZF Ecomat II (5HP 502C) or Ecomat IV (5HP 504C) that is CAN capable some time ago. The gear selectors were upgraded to use the CAN speed range selector from the original digital speed range selector, similar to those used on the KUBs. Is there anyway to determine or does anyone know whether is it using the Ecomat II or IV (currently I assume it is using the Ecomat II)?
interesting observation, and thanks for the mention.
based on the description, it can be safe to say that any replaced gearbox (if any) will not communicating to the engine via CAN although a CAN speed range selector is used. I would think that CAN communication, if any, remains between the gearbox and speed range selector. all that said, there are 2 likelihoods:
1. the original selector is busted and a CAN selector is used to replace it. the gearbox is not changed and the CAN selector merely communicates to the gearbox in a purely digital manner as per the original selector.
2. a gearbox change did indeed occur, and the transmission is more likely to be an Ecomat II than Ecomat IV. The Ecomat II can use either the CAN or digital speed range selectors, and also operate either digitally or via CAN.
based on the operating manuals for the Ecomat I/II and Ecomat IV, (2) is more likely than (1) although (1) cannot be ruled out as long as the CAN selector shares the same physical connector (to the ECU) as the digital selector.
that said, do also consider that 1688K's imminent retirement might not justify a change of gearbox considering the hassle required to replace it.
before i forget, the Ecomat I/II and Ecomat IV manuals:
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Originally posted by SexyMichael:
interesting observation, and thanks for the mention.
based on the description, it can be safe to say that any replaced gearbox (if any) will not communicating to the engine via CAN although a CAN speed range selector is used. I would think that CAN communication, if any, remains between the gearbox and speed range selector. all that said, there are 2 likelihoods:
1. the original selector is busted and a CAN selector is used to replace it. the gearbox is not changed and the CAN selector merely communicates to the gearbox in a purely digital manner as per the original selector.
2. a gearbox change did indeed occur, and the transmission is more likely to be an Ecomat II than Ecomat IV. The Ecomat II can use either the CAN or digital speed range selectors, and also operate either digitally or via CAN.
based on the operating manuals for the Ecomat I/II and Ecomat IV, (2) is more likely than (1) although (1) cannot be ruled out as long as the CAN selector shares the same physical connector (to the ECU) as the digital selector.
that said, do also consider that 1688K's imminent retirement might not justify a change of gearbox considering the hassle required to replace it.
before i forget, the Ecomat I/II and Ecomat IV manuals:
If I am not wrong it was mentioned somewhere last year that SBS1688K had a new gearbox, which actually made the shifting much smoother.
Anyways does the Voith DIWA 381.4 (used on the SB220, B10M MK3, MK4 PSV SC, and some O405 WA/DM) and DIWA 384.3 (used on the N113CRB) exist? I couldn't find any information on these gearboxes, and these gearboxes do not follow the format which Voith uses to name their gearboxes. Unless Voith sold it under a different name for the Singapore market, I believe that these buses are actually using the 851.2 or 851.3 gearboxes.
Also for the B10M Mk4 DM3500s, are they using the 863.3 or 851.3 gearbox, since the engine and torque output does not actually warrant the use of the 863.3 gearbox.
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Originally posted by SBS9C:
If I am not wrong it was mentioned somewhere last year that SBS1688K had a new gearbox, which actually made the shifting much smoother.
Anyways does the Voith DIWA 381.4 (used on the SB220, B10M MK3, MK4 PSV SC, and some O405 WA/DM) and DIWA 384.3 (used on the N113CRB) exist? I couldn't find any information on these gearboxes, and these gearboxes do not follow the format which Voith uses to name their gearboxes. Unless Voith sold it under a different name for the Singapore market, I believe that these buses are actually using the 851.2 or 851.3 gearboxes.
Also for the B10M Mk4 DM3500s, are they using the 863.3 or 851.3 gearbox, since the engine and torque output does not actually warrant the use of the 863.3 gearbox.
seems like bad information does make its way around pretty quickly...
1. Voith has never produced a .4 series gearbox, the "closest" being the D864/D864G IF foreign sources are to be trusted.
2. All Voith gearboxes start with 8, and to date Voith has not used "34" to denote max input torque and number of gears. the smallest "number" by far would start from 23 which denotes 650Nm max torque input and is a 3-speed.I would think that the buses are more likely to use either the 851.2 or the 851.3 transmissions as they are all pre-Euro 1 or Euro-1 buses. the .3E is basically a Voith .3 updated for CAN whilst the .5 and .6 transmissions are desgined with CAN integration as a primary consideration.
Good question you have there about the B10M Mk4 DM3500s, as I am not sure myself as well. You are right that the 863.3 is never really needed (that is if the max torque input of the 863.3 and the max engine output of the THD102KF is considered), but the following scenarios could warrant the use of the 863.3:
1. future engine retuning/replacement will lead to max torque generation exceeding the specifications of the 851.3
2. known "compatibility issues" between the 851.3 and THD102KF that have a significant effect on driveline sustainability
3. the chassis order is expedited and 851.3 transmissions are in shortage, hence Volvo does an "equivalent swap" and uses the 863.3 instead
4. Volvo has removed the 851.3 from its catalogue, leaving the 863.3 as the only alternative .3 transmission offered
5. the 851.3 has stopped production, leaving the 863.3 as the only equivalent alternative
6. SBST changed the PO such that the 863.3 is specified as the transmission instead of the 851.3i would agree with you that its more likely that the 851.3 than 863.3 based on Volvo's track record of matching transmission models to engines by the virtue of engine output.