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Jon speed
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My interest in these comparisons aren’t really economy based but something else. But trying to get a baseline by comparing what seems similar bus weights, speeds, towed weights, terrain etc. may be pointless – too many variables.
Since I’ve only put 18K miles on this bus, and no historical data, not much way to get a baseline on fuel economy, or what it should be, as far as indicating the need for an overhead.
I know what Detroit recommends. And for a tractor where tilting the hood makes valve cover entirely accessible I get it. Even though (thanks to Jon’s article) I’ve made engine access thru bedroom as good as it can get – replaced carpet with hardwood flooring allowing easy hatch removal – mattress still has to be moved to sofa and bed frame removed and tilted out of way in bedroom. It doesn’t cover access panel, but is so close it pretty much prevents access anyway.
And the issue with all that (obviously) is the success of an overhead job depends almost entirely on the competence of technician(s) and the mood and attention to detail on the day job is completed. Plenty of stories of overhead jobs making end result worse than before it was done. Again, on a tractor not nearly as big of a deal (other than downtime), but the bedroom situation -although much better than before planning for it – still a huge PIA.
Mine seems to run fine, jakes work well also. Only thing I have to compare with really is other’s fuel economy. And I don’t plan on “fixing it if it ain’t broke”.
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Assuming no modifications to the engine all our coaches of a similar model and vintage are going to deliver a certain fuel efficiency. We are the variable. Where we drive, how we drive, our driving speed, coach and toad weights, use of A/C, idling time, and even the type of tires will influence our mileage.
To make this more confusing the only real way to evaluate any impact on mileage we have to be consistent, and when we deviate to a different speed as an example that has to be the only change. Make one change at a time and gather the data over as many gallons as possible.
For example, I had more than 10,000 miles of miles and fuel added recorded before my EGR happened to quit working. From the time the EGR quit working until today my MPG went up .5MPG. Nothing but the EGR failure changed so I can say with confidence the use of an EGR decreases mileage.
If I was curious enough about how speed affects MPG I could go from my normal 62 MPH (1500 RPM) to 70 MPH for example, and after 10,000 miles be comfortable enough to state how much it affects MPG. But I Wont. I get nosebleeds at high speeds.
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Lately my DP is reporting 10 MPG. I am now at 7500 miles on the coach since I bought it.
How do we determine if this is a problem of what components as no one reports a MPG of 10 MPG.
Is the computer actually measuring fuel as it reports gallons used and miles traveled. The numbers reported support the 10 MPG.
Thoughts?
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10 MPG is a problem????????????
The only accurate calculation is miles driven divided by fuel purchased. During that period which should be a whole lot of miles, and not just a few do not run the generator unless you now precisely how much fuel the generator consumed.
My monitor is .4 MPG optimistic.
Jeff and Lindsay
91 Marathon XL -
Before rebuild, the 8v92TA gave me 5 mpg. We’ll see if that changes after rebuild, but I don’t think it will. Sweet spot seems to be 65 mph.
The way I look at it, it’s just that much easier to calculate dollars per mile!
Diesel is $5/gallon. I get 5 mpg. Viola…$1/mile. Ouch.
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Great comments! Same here. We use ours as our mobile office and hotel. Not sharing anything with anyone else and having it decked out with what we like and use, along with our own food, etc is what it is about.
Mike & Debra
2004 Marathon H345 w/stacker (2020 Jeep Gladiator TOAD)
Houston
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