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west Yellowstone to Jackson, WY
Pat and I are looking at highway 191 from W Yellowstone through Jackson and on toward Pinedale. Can anyone provide how Prevost friendly with fullsize F150 as a toad then road is.
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16 Replies
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Jim. We take this route regularly. 191/20 south to Ashton ID. Turn left on art 47. East side of town turn right onto Hwy 32, signage Driggs/Tetonia. You will come to a T. Turn left onto Hwy 33 heading to Tetonia. Hey 33 turns into Wyo 22. Don’t be afraid of Teton Pass. Second gear up and down. No sweat. Heading towards Jackson turn right head to PineDale and Rock Springs
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Jim, if your questions contemplates driving from West Yellowstone through the sw quadrant of Yellowstone Park and out the south park entrance to Jackson, we drove that way recently in our truck and didn’t see any reason why we couldn’t drive the bus that way. We didn’t drive from Jackson on 191 to Pinedale but our Mountain Directore West does not show any “Events” for that route.
We carry with us the printed versions of Mountain Director West and Mountain Directory East and find them very useful. At mountaindirectory.com you can find the links for iPhone/iPad, for Android and for printed books. I like the printed books because it’s easier to flip back and forth between the map depiction and the paragraphs that describe the grades. The print version of West is $16.95 and East is $14.95, plus shipping.
I mention the link and cost details only because Dan Darst was interested at the Eclips Rally but when he searched for it online, an outrageous price came up (over $100) and I just wanted to note the more reasonable price that I found.
Linda
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Roads in Yellowstone are fine for a bus. I Drove tour busses (MCI) for 11 years in the park. Took our marathon thru the park last week leaving Driggs
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Just to be clear regarding Teton Pass, I just went over it. It is a 10% climb but not long, maybe three miles up. My gauges showed 220 on coolant and 300 on tranny, but no problem. Also I had unhooked the Jeep. Never did such an extreme, so the pucker was totality.
With the 23 year spread n our vintage, none of this may apply.
Oh, btw, there are a lot of passes named “Do Not”, they are no problem.
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That’s too hot Dan so unless you were lugging the engine you need to make sure the cooling system is OK.
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good stuff, kirby and linda, I will look into the directory.
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Dan, thanks for the heads up, for Teton Pass, we frequent many passes, living in CO. I have been over Teton Pass in a pickup some years ago, but was not observing to go over it in the bus, thx again
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I hear ya Jon. Used second gear up and down. We will b n American Fleet’s shop on Tue 9/5 for a u know what. They will also pressure test radiator (no symptoms), test fan clutch, maybe replace thermstat(s), and change us over to organic acid technology coolant with blank filter.
I thought it would shut down, but didn’t even get any warning lights. At Driggs Jim (C’bus) listened for a fan speed change when I turned on otr. No change. So we’ll get that right.
Jeff and Lindsay
91 Marathon XL -
OTR shouldn’t change fan speed. The condenser cooling comes from the fans in the condenser bay.
Do you have a Series 60, and if so break the #85 tab from a relay and put the modified relay in the low and high speed fan positions in the rear electric box with the engine idling. That will lock the fan in each speed respectively and there is a distinct change in speeds which you should see. If the high speed position is not strong enough to blow the face off a dog that might be the issue.
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Yes Jon, I have the S60 and I remember the thread awhile back about breaking off a tab on a certain relay in the electrical box above the engine. But I didn’t seem to have the relay numbers being referred to. So I remain confused as to which relay to modify.
We’re in Denver now, on to Santa Fe tomorrow, and on to Springfield, Mo Friday. We will make it as is. But I want to see the fan run on high, understand which relay makes that happen, and buy a spare relay before leaving American Fleet.
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So just looked everything up. Summer 2016 we had a thread that said that relay r78 controls low speed radiator
fan, r79 controls high speed. Breaking tab 85 off either electrically locks the fan in the respective speed. The relays in my electrical box go from number r76 to r81. Nothing between and there are no blanks between to suggest there could be some. Also the schematic on the engine door is consistent with what is physically present. That’s why I’m nowhere on locking the fan. Don’t want to do the mechanical lock with the bolts as we won’t overheat in the next 1200 miles we will cover.Our temp gauge routinely cycles between about 200 and 210, even on 6% grades, so I thought fan speeds were both working. But if I should not have seen 220 on the 10% grade, then I’m wrong.
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Dan, I believe the relay numbers you stated are correct. My 97 and my current 2006 have the same numbers relating to fan speed. Prevost is usually very consistent with their numbering for wires, circuits, relays and CBs so I am surprised you don’t have them listed. You do have an early model Series 60 so maybe something has changed.
Look on the legend that lists relays and circuit breakers and see if there is a pair of relays listed for the fan clutch.
I cannot speak to the accuracy of our analog gauges but when pulling hard long hills I know things are working right on my coaches with the Series 60 because as my coolant temp creeps up to somewhere between 200 and 210 I will see it stop climbing, cycle back down to a little over 200 and then creep back up close to 210 again which I interpret as the fan running on low speed, then engaging high speed which pulls the temps down, at which point it goes to low speed until it cycles up again.
My needles never actually hit the 210 mark except once when a fan clutch started to fail. I was unaware at the time of the ability to use a relay with the 85 tab broken off, so I used the two bolts in the end of the fan shaft to lock the fan using the tabs on the fan clutch hub. At best that is a short term solution because the tabs will eventually fail but it allowed us to finish the trip and I then replaced the clutch.
When locked the engine temps cycle on the engine thermostat which if I recall is around 190 to 195.
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4 weeks ago on our western roadtrip with the grandkids we took 191 from Grizzly in Westyellowstone to Colter Bay, then later on to Moab.
We have an H3 and towed a Tahoe. 191 was not an issue, other then occaisional traffic stopages for wildlife. Unfortunately the roads after Jackson were either closed or had a lot of construction.
One day we took the Tahoe over the pass to visit the Vodka distillery in Driggs. I admire anyone that did that in a bus.
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Mine is identical to Dan’s, I have one CB #130 for the fan clutch, nothing for low and high speed. His temps and mine pretty much mirror each other, I rebuilt my radiator and CAC last fall along with new thermostats, new hoses, etc.
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Just looked at my legend. I have zero relays related to radiator fan clutch. I have circuit breaker #130 labeled radiator fan clutch and #131 labeled radiator fan clutch – A/C signal. Nothing about high or low fan speed. The CB’s are both 3 A and they have never popped (well in the past ten years I mean).
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