Back in 1983 around when they came out loved the sound of the engine....had to wait 25 year and you tube to under stand what a detroit two stroke diesel engine was which powered these buses back then. 100 gallon fuel tanks only lasted half a day and the way they screamed was such a joy..
Considering the design of the KD buses are very similar to the MAN SD-series (probably designed by the same firm responsible for the KD design, Fahrzeugwerkstätten Falkenried), I genuinely wonder if using part of the blueprints for the KD-buses could be used to convert a MAN SD double decker to Detroit Diesel power.
Too bad they didn't have the Series 92 as an engine option, many buses in the US as late as 1993 offered the Series 92 (although both the 71 and the 92 were both discontinued in 1996, as the Series 50 (for city buses) and the Series 60 (for coaches and heavier duty trucks) was its 4-stroke successor).
@@ewanodoherty2545 Indeed it was, and very outdated technology. Had you guys gotten the advanced and improved 6V92TA engine, especially with DDEC controls, maybe you guys might have had more of these two-strokers in action! The 6V92TA will more or less fit in the same space as the 6V71, but with variables due to the turbo, aftercooler and ECM (the DDEC electronic control module).
@@ct1660 The exterior of the KD is somewhat reminiscent of an MAN SD 202 (1986 - 1992). The first prototype of the SD 202 was built in 1982. The handbrake lever of the KD is strikingly reminiscent of the old handbrake lever of the MAN SD 200 (1973 - 1985), which was installed in the early SD 200. To a certain extent, the KD can therefore be referred to as an intermediate bus between the SD 200 and the SD 202. The German wikipedia article, regarding FFG (Fahrzeugwerkstätten Falkenried) states: A similar family of buses (city bus [KC], intercity bus [KE] and double-decker bus [KD]) was developed in 1978/1979 for the Irish state bus company CIÉ and the prototypes were delivered in 1980. In 1981 there followed two school buses for rural transport [KR] and a minibus for the transport of the disabled with a door at the front next to the driver's seat. All of these prototypes were right-hand drive for the existing left-hand traffic in Ireland. With the exception of the minibus, the prototypes served as a template for the series production of these buses.
Sounds like proper Dub lingo which suits these buses so well."Shoit, dat wus tarp shelf intho thown...or even dhewn t'the crars if ...." These old Bombos swaggered and raced thru the street screaming "Oim cummin trooo so feck arrf outa the way ya bollocks", engine door flapping wildly as they roared past....bliss, and this from an Irish hearted but England based fella who only saw them about 10 times at a guess.
Those were the good times before the County Council fucked up the streets with cycle lanes, one way roads and that infernal Luas. Back in the day getting the bus home from school there was 2 types of buses. The curved roof double decker with the blue vinyl seats or those modern green buses with green fabric seats. Fabric seats on public transport, WOW. Kids were so easily pleased back then.
True, Its a proper American engine, surprised that Dublin Bus (CIÉ) at the time choose this selection as Detroit is for Motorway purposes, but they were damn fast, loud and enjoyable to ride...
at least 80% of transit buses in America had either a Detroit Diesel Series 71 or Series 92 engine. I remember back in the 90s when the Series 92 was the dominant engine in our buses in NYC until the Series 50 came along in the mid-1990s. The last of the old 6v92-powered buses the MTA had retired somewhere in 2007, which were formerly operated by private bus lines. The last of our Series 50 buses retired mid-2019.
Where I live (Portland, Oregon, U.S.), Tri-Met only ever had 75 buses using the Detroit 6V92TA and Allison V730, those being the 1982 GMC RTS II T8J204s. Six years later, 50 new buses using the Cummins L10 and Voith D863-W7 arrived... they were Flxible Metro 40102-6Cs, numbered 500-549. 88 more of those were ordered for 1989 (550-637). Tri-Met then switched to Gillig for the 1990-91 order (108 units: 1401-1463, 1601-1630 and 1631-1643, and LNG units 1464-1465), using the same L10/Voith but longitudinally mounted. For 1992, Tri-Met returned to Flxible for 126 new buses (their second largest order from this company since 1971): 1701-1808 and 1901-1910, using the diesel L10E/Voith, and 1809-1816 which were LNG powered (L10G/Voith). The 1994 models were nearly similar (1817-1843, M11E/Voith). 1844-1853 were the only Flxibles in Tri-Met's fleet to use the Detroit Series 50 and Allison VR731; these ten were out the door in 2009. For 1997, with Flxible gone, Tri-Met went back to Gillig for 65 new buses powered by the Cummins M11E Plus engine (2101-2160 with Voith transmissions, and 2161-2165 with Allison transmissions) while at the same time getting their first low-floor buses from New Flyer (2001-2022 with Series 50/Allison B400R), which they'd do again in 1998-99 (2201-2318 with Cummins ISC/Voith D863), 2000 (2501-2560, ISC/Voith D863.3 again), 2002-03 (2601-2655 and 2701-2725, ISL/Voith D864.3), 2006 (2801-2839, ISL/Voith D864.3 again) and 2009 (2901-2940, ISL9/Voith D864.5). All ten of the LNG buses were out of service in 2000 due to the higher operating costs associated with that kind of fuel. The 1988-89 Metros (500-637) began to be retired in 2002-03 when the 2600 and 2700 series New Flyer D40LFs arrived; the last of these early Metros to leave Tri-Met grounds were in 2006, when the 2800 series New Flyer D40LFs came in. The 1990-91 Gillig Phantoms (1401-1463, 1601-1630 and 1631-1643) and the 1992 and '94 Metros (1701-1808, 1901-1910 and 1817-1843) were all gradually retired between 2012-15 when Tri-Met again ordered their new buses from Gillig (the low floors 3001-3055, 3101-3170, 3201-3260, 3301-3330 and 3401-3422).
Allison V-730 to be exact for the Detroit-powered buses. It was a common powertrain here in the states too for V-drive buses, later the Allison V-731. T-drive buses tended to use the HT series, like the HT-740, HT-747, HTB-748 although ZF and Voith transmissions were used in some T-drive & V-drive configurations.
I understood these all had detroit diesel engines. they only ever made one with a cummins L10, and built a prototype Rolls-royce engined example too. if you listen to the clip, thats definitely a GMC 2 stroke, no mistaking it. an odd choice of engine in my opinion. they sounded good but were pretty damned thirsty and hardly anyone used them in europe. NBC were still happily using gardners at the time
Where do you live?? More so nowadays if our drivers carried cash theyd be mugged on a daily basis! The fares are a rip off without the lack of change with all privatised transport, piss poor value for money. In spite of the companies' claims, "customers" interests have been a low priority since deregulation; it's simply money. No money, no bus.
Loved the Bombardier buses. Is it true though that they weren't tested properly and that's why one went right over onto its side at Christchurch in 1990, in the snow and ice? A lot of my schoolfriends were on that bus home from town that night, I don't remember anyone being seriously hurt though
Lovely sounding buses and they looked nice as well. Unlike the modern tasteless kack in the form on the 2007-2014 Enviro 200/300/400 buses and most modern buses as they lack charisma and style. Did these buses have Voith transmission as I thought I heard a couple in the video. But the Leyland/Volvo olympians could have crept in there and blocked some of the DD 6v71 sounds.
Back in 1983 around when they came out loved the sound of the engine....had to wait 25 year and you tube to under stand what a detroit two stroke diesel engine was which powered these buses back then. 100 gallon fuel tanks only lasted half a day and the way they screamed was such a joy..
Your man jumping on to the KD at Beresford place at 2:28 - brilliant! Lovely sound - brings back memories!
All the KD drivers are flooring it every chance they get. They must have loved that Detroit diesel howl!
Considering the design of the KD buses are very similar to the MAN SD-series (probably designed by the same firm responsible for the KD design, Fahrzeugwerkstätten Falkenried), I genuinely wonder if using part of the blueprints for the KD-buses could be used to convert a MAN SD double decker to Detroit Diesel power.
I wonder how many engines got blown up because of that 🤣.
The GM Detroit engine was two-stroke, most likely why it was so noisy.
Too bad they didn't have the Series 92 as an engine option, many buses in the US as late as 1993 offered the Series 92 (although both the 71 and the 92 were both discontinued in 1996, as the Series 50 (for city buses) and the Series 60 (for coaches and heavier duty trucks) was its 4-stroke successor).
@@ewanodoherty2545 Indeed it was, and very outdated technology. Had you guys gotten the advanced and improved 6V92TA engine, especially with DDEC controls, maybe you guys might have had more of these two-strokers in action! The 6V92TA will more or less fit in the same space as the 6V71, but with variables due to the turbo, aftercooler and ECM (the DDEC electronic control module).
@@ct1660 The exterior of the KD is somewhat reminiscent of an MAN SD 202 (1986 - 1992). The first prototype of the SD 202 was built in 1982. The handbrake lever of the KD is strikingly reminiscent of the old handbrake lever of the MAN SD 200 (1973 - 1985), which was installed in the early SD 200. To a certain extent, the KD can therefore be referred to as an intermediate bus between the SD 200 and the SD 202.
The German wikipedia article, regarding FFG (Fahrzeugwerkstätten Falkenried) states: A similar family of buses (city bus [KC], intercity bus [KE] and double-decker bus [KD]) was developed in 1978/1979 for the Irish state bus company CIÉ and the prototypes were delivered in 1980. In 1981 there followed two school buses for rural transport [KR] and a minibus for the transport of the disabled with a door at the front next to the driver's seat. All of these prototypes were right-hand drive for the existing left-hand traffic in Ireland. With the exception of the minibus, the prototypes served as a template for the series production of these buses.
Great sound from these. I only drove them for 3 years before they were withdrawn. The clip brings back good memories.
Such an iconic and nostalgic sound! Thank you for this.
Sounds like proper Dub lingo which suits these buses so well."Shoit, dat wus tarp shelf intho thown...or even dhewn t'the crars if ...." These old Bombos swaggered and raced thru the street screaming "Oim cummin trooo so feck arrf outa the way ya bollocks", engine door flapping wildly as they roared past....bliss, and this from an Irish hearted but England based fella who only saw them about 10 times at a guess.
Old memories when I was in Dublin 1995. Great footages, thank you for uploading.
Regards Jan
Those were the good times before the County Council fucked up the streets with cycle lanes, one way roads and that infernal Luas.
Back in the day getting the bus home from school there was 2 types of buses. The curved roof double decker with the blue vinyl seats or those modern green buses with green fabric seats. Fabric seats on public transport, WOW. Kids were so easily pleased back then.
True, Its a proper American engine, surprised that Dublin Bus (CIÉ) at the time choose this selection as Detroit is for Motorway purposes, but they were damn fast, loud and enjoyable to ride...
at least 80% of transit buses in America had either a Detroit Diesel Series 71 or Series 92 engine. I remember back in the 90s when the Series 92 was the dominant engine in our buses in NYC until the Series 50 came along in the mid-1990s. The last of the old 6v92-powered buses the MTA had retired somewhere in 2007, which were formerly operated by private bus lines. The last of our Series 50 buses retired mid-2019.
Where I live (Portland, Oregon, U.S.), Tri-Met only ever had 75 buses using the Detroit 6V92TA and Allison V730, those being the 1982 GMC RTS II T8J204s. Six years later, 50 new buses using the Cummins L10 and Voith D863-W7 arrived... they were Flxible Metro 40102-6Cs, numbered 500-549. 88 more of those were ordered for 1989 (550-637). Tri-Met then switched to Gillig for the 1990-91 order (108 units: 1401-1463, 1601-1630 and 1631-1643, and LNG units 1464-1465), using the same L10/Voith but longitudinally mounted. For 1992, Tri-Met returned to Flxible for 126 new buses (their second largest order from this company since 1971): 1701-1808 and 1901-1910, using the diesel L10E/Voith, and 1809-1816 which were LNG powered (L10G/Voith). The 1994 models were nearly similar (1817-1843, M11E/Voith). 1844-1853 were the only Flxibles in Tri-Met's fleet to use the Detroit Series 50 and Allison VR731; these ten were out the door in 2009. For 1997, with Flxible gone, Tri-Met went back to Gillig for 65 new buses powered by the Cummins M11E Plus engine (2101-2160 with Voith transmissions, and 2161-2165 with Allison transmissions) while at the same time getting their first low-floor buses from New Flyer (2001-2022 with Series 50/Allison B400R), which they'd do again in 1998-99 (2201-2318 with Cummins ISC/Voith D863), 2000 (2501-2560, ISC/Voith D863.3 again), 2002-03 (2601-2655 and 2701-2725, ISL/Voith D864.3), 2006 (2801-2839, ISL/Voith D864.3 again) and 2009 (2901-2940, ISL9/Voith D864.5).
All ten of the LNG buses were out of service in 2000 due to the higher operating costs associated with that kind of fuel.
The 1988-89 Metros (500-637) began to be retired in 2002-03 when the 2600 and 2700 series New Flyer D40LFs arrived; the last of these early Metros to leave Tri-Met grounds were in 2006, when the 2800 series New Flyer D40LFs came in. The 1990-91 Gillig Phantoms (1401-1463, 1601-1630 and 1631-1643) and the 1992 and '94 Metros (1701-1808, 1901-1910 and 1817-1843) were all gradually retired between 2012-15 when Tri-Met again ordered their new buses from Gillig (the low floors 3001-3055, 3101-3170, 3201-3260, 3301-3330 and 3401-3422).
god those buses were loud but i loved them, drowned out the noise of annoying drunks etc
Insomniac 1986 not much differences, they are still around today, this is from 1985
the backseat downstairs would roast the arse off you on them
They had the loudest engine of any bus they would wake the dead ,If you sat downstairs on them you'd be deaf by the time you got to your stop.
Just about but the leyland 680 in the leopards and RE’s is up there too
@ClassicTVMan81 as far as I know the DD engined buses had allison gearboxes. the cummins version used a Voith
Allison V-730 to be exact for the Detroit-powered buses. It was a common powertrain here in the states too for V-drive buses, later the Allison V-731. T-drive buses tended to use the HT series, like the HT-740, HT-747, HTB-748 although ZF and Voith transmissions were used in some T-drive & V-drive configurations.
That's correct, out of all these KDs, only KD146 had the L10 and Voith.
General Motors made Detroit Diesel and Allison Auto Transmissions
That engine 4:20 !!
Detroit 2 stroke in Europe is amazing in the uk a 2 stroke detroit is not very common, although a bedford tm truck had the 6v92 installed from factory
@@jameskingsford7794 As far as I’m know they were 6V70’s in our old buses, screaming jimmys as the septic tanks called them! 😂
I understood these all had detroit diesel engines. they only ever made one with a cummins L10, and built a prototype Rolls-royce engined example too. if you listen to the clip, thats definitely a GMC 2 stroke, no mistaking it.
an odd choice of engine in my opinion. they sounded good but were pretty damned thirsty and hardly anyone used them in europe. NBC were still happily using gardners at the time
I still would like to know if anyone managed to save KD146, which was that example with the L10/Voith?
What happened to KD146? This was the only double-decker made by Bombardier/GAC to use the Cummins L10 and Voith!
Robbie Larkin probably has it in his back yard.
@@al101-u4d I hope so!
Where do you live?? More so nowadays if our drivers carried cash theyd be mugged on a daily basis! The fares are a rip off without the lack of change with all privatised transport, piss poor value for money. In spite of the companies' claims, "customers" interests have been a low priority since deregulation; it's simply money. No money, no bus.
Loved the Bombardier buses. Is it true though that they weren't tested properly and that's why one went right over onto its side at Christchurch in 1990, in the snow and ice? A lot of my schoolfriends were on that bus home from town that night, I don't remember anyone being seriously hurt though
@@catrionastokes1001 All the lads I knew were upstairs so they wouldn't have seen that. Did you see it yourself?
A lot of operaters including my local National Express WM don't and haven't for 30 years or more.
Lovely sounding buses and they looked nice as well. Unlike the modern tasteless kack in the form on the 2007-2014 Enviro 200/300/400 buses and most modern buses as they lack charisma and style. Did these buses have Voith transmission as I thought I heard a couple in the video. But the Leyland/Volvo olympians could have crept in there and blocked some of the DD 6v71 sounds.
Just out of interest. How many are there in preservation or owned by other operators? As I would love to ride one of these buses :).
Looks like a few are privately owned, plus the unit they preserved in Howth.
@@ct1660 Thanks and I am glad there are preserved samples :).
What year was this
There's my baby going past at 1.49 :-D
Your baby?
@@supafuckinmingster That particular bus is preserved. KC 48
God buses
SHIT THAT WAS TOP SHELF INTO TOWN......OR EVEN DOWN TO THE CROSS IF YA COULDNT HITCH A LIFT.....
I hated these buses, sweat boxes on wheels