Well lads,

I think you should ask the honourable board or somone in Howth as to why the project was abandoned, I seem to remember internal sources sabotaged my work. I left her in drivable condition. The museum out there doesnt need people restoring vehicles, they want people to sweep the floor.

At least at Kells I can use my trade to ensure the vehicles are brought back to life, and not exactly to psv but if you would like to put one through a DOE, come down and lend a hand aswell.

Oh an by the way i have experience in currently running a fleet of 19 vehicles in psv and carry out all the mechanical work to them and have been approved by the relavent establishments aswell. I think you should come down some weekend and lend me a hand, we do need help replacing the turbochager in KC169!

I wonder about people posting on this site when I see people posting things about people and vehicles having no knowledge of the vehicles as well as no experience, yes I might be young but I have been around for a fair bit and have rebilt vehicles from the ground up and they are happily driving arond this country to this very day. I am als having great fun in running one of the oldest vehicles in psv myself.

any more questions?

People from Howth would say otherwise. My Final Question. Your original MPISV site showed KR156. Would you like to tell me more about that bus.

Brian Griffin
Tuam
Co.Galway

I'm not really wanting to upset anyone here, but i have to agree with Paul & Brian, especially regarding Steven's statement that KC157 and also 75% of the KTM fleet is on the button and only need a wash before being fit for the road. Yes, the majority of the fleet is on the button and yes the majority of the fleet does need a wash, but given that they have been in hibernation in open storage means that checks need to be done before before being allowed out on the road - has Steven even bothered to undertake these checks.?????

For the record, myself and Kenny are not mechanics, what we know we have picked up as we have went along working on other buses, but we won't deny the fact that, even though Michael may think of us as miracle workers, we still have more to learn and experience to gain. However, even i know that bringing a bus out of hibernation that has been outside in open storeage for a period of time, requires checks to make sure it is fit to be taken out on the road. What springs to mind is:

1): Brakes - Inactivity causes shoes & drums to glaze over and seriously affects braking
2): Air system - condensation building up in the system can corrode tanks & pipes and as such integrity is impaired.
3): Oil Seals - Inactivety causes seals to dry up and crack
4): Corrosion - Retaining bolts securing major eqipment (i.e springs, engine mounts, air tanks etc) need to be checked for signs of weakness & corrosion.
5): Grease points - All grease points will really need to be regreased following hibernation (esp outside storage).
6): Lot more i could say but this is for starters.

Put it this way, when i was over recently, myself & Kenny decided to pull MSF469P out of hibernaton. It should be noted that this Atlantean has been inactive for over a year due to being hemmed in by other buses. However, we finally moved these other buses to allow MSF469P out. Despite being in hibernation for all this time, it was on the button and started right away. Once running i let the engine tick over and gradually build up it's air (one thing you don't do with a bus you start up right out of hibernation, Steven, is rev the guts out of it right away!!!!!).

As the system pressurised, the air tank suddenly ruptured under the pressure thus preventing air build up. Upon investigation, it apprears the air tank gave way at the bottom at the point where it is supported by the retaining strap. This is the usual place for tanks to give way at, but outside storage in the dampness will do it no favours and only accelerates such deterioration - but this is just one of the problems with buses in hibernation stored outside. Next time myself & Kenny are over, we are going to replace this air tank and as long as no other weak points give way in the air system, we should be able to build the air up to release the brakes and select gear.

Once we have it moving, is it fit for the road after it's period of hibernation because it now starts & moves - of course not, not without other checks being implemented first, and that is before even considering getting it fit for D.O.E standard.

We hope Mr. P is not qualified in swiping Tiger parts for his own buses. Is that a new turbo charger on his KR?

Thankfully we have someone who has the grace to admit that they dont know everything... thank you very much Ross Aitken you are a breath of fresh air...

As for Peters claim, I must defend Mr Payne in this instance, Peter shows he doesnt know any more about buses or engines than Mr Payne does, as most Tigers have Leyland TL11/Cummins L10 engines, a KR has a DAF DT615 engine. The only thing he got right is that all 3 have turbo's. DT615 engine is half the size of a TL11/L10. With that in mind you would think the turbo is completely different. If you are going to throw mud at least make sure you have your facts right!