Dan
Forum Replies Created
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Glad you got the matter resolved Chris!
After I changed all my fluids and filters in my generator, belt, hoses & bought a new air filter, Tom’s post reminded me to carry that extra fuel feed pump, just in case. Is this the only fuel pump on the generator? The diagram doesn’t show any other fuel pump.
Anyone have any issues with their fuel pumps for their generators? I looked through the posts on here and I only found Peter (and Tom) switching out their fuel pumps. In other words, it doesn’t seem to be a major PM issue.
Do you have to turn anything off before you replace the fuel feed pump so you don’t lose fuel? The manual says to close the fuel supply valve. I’ve looked and cannot locate mine.
Looks like the fuel feed pump bolts on and off, with the electrical connections below, right?
Anyone who has done this before have the procedures, i.e, Steps 1, 2, 3, etc?
Back to Napa …
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On one of my XL’s I installed 12v mini bulbs instead of the 24v then turned the rheostat down to adjust the voltage and the gauges were nice and bright. But, if someone cranks up the rheostat it will take the bulbs out.
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Per will correct me if I am wrong, but based on his admission that full time use of the Jake is not as fuel efficient as only using it when needed, I am theorizing there is an economic consideration to running his fuel to a near empty condition.
First, we know the less weight we carry the better our fuel mileage so an empty tank makes a lot of sense in that respect. A second and likely consideration is when the tank is at a less empty condition he is still a 1/4 tank from less expensive fuel.
I admit I am picking on Per, but I do exactly what he is doing. I have a window for refueling and it is between 700 and 1000 miles. With my 208 gallon capacity, minus 10% (we likely cannot put our entire listed capacity in the tank) I have 180 gallons useable at least, maybe as much as 190.. At 6.5 MPG my theoretical distant to fuel exhaustion is 1170 miles. The most I have ever put in is 160 gallons so I know my process of determining where and when to fuel has a safety margin built in.
When my fuel gauge needle is laying on the big E I need somewhere around 160 gallons or less so Per and I are not doing anything risky. My fuel stop planning is based on needing at least 100 gallons, always using a Love’s, and not going past my 1000 mile mark. So far so good.
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Hey guys is the blinker fluid directional or can it be used in either the left or the right?
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Gerald: I’ve arrived at a similar provisional conclusion, much to my frustration.
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I had a similar issue once. Called Prevost and they asked me to check the breakers in the rear electrical bay. I forget the exact details, but one of them was popped and the ECU wasn’t getting some information it needed about the transmission. Reset it and it’s been fine ever since.
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I fixed it just to drive Harry nuts.
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Ben, Amazon has a 2 story kiddie ladder that hooks over the window edge for less than $35. You wouldn’t have to build anything into the coach
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I assume that second cord is for the external antenna …
I don’t know why PP would go from a nice attached antenna, 16W, with echo repeater, to something more complicated and akward, but it’s nice to know that a revised unit is in the foreseeable future.
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Dan so sorry to hear about your accident and happy that you and Judy and pups are ok. And now the battle begins as you already know. Depending on what insurance you have and the young lady have, it will get nasty, I can almost assure that her policy won’t be sufficient to cover your bus, so it will come down to your underinsured/no insurance. After that your insurance company will go after her company which then goes after her for payment. Hope it all works out in your favor and it may be a good time for a upgrade. Keep everyone posted!
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Arrivals from 9/20 but no earlier.
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The problem we all face is we always have to stack the deck in our favor 100% of the time the best way we can because some accidents are just unavoidable. We have to be driving every second because when things happen we need to be instantly prepared to make an evasive move, slam on the brakes, or a combination of the two.
We can’t be texting or even talking on the phone because we are not devoting our attention completely to driving. Even though Dan’s and the Winnebago crash were not speed related we have to be aware that in our coaches speed has a huge impact on stopping distance. From 60 MPH it takes just under 280 feet to stop, but at 70 almost 450 feet. Because of that we have to be fully aware of the importance of keeping our brakes perfect. Just a small hub seal leak that gets grease in the drum or on the pads can make that brake ineffective and with our really lousy stopping distances the loss of 1/6 of our braking ability will have a huge impact on whether we avoid a crash or are going to crash..
If you have a toad add supplemental braking. If you have a retarder or jake leave it on all the time. Keep your tires at the pressure specified in the tire pressure charts for the axle weight because excessive pressure increases stopping distances. Make sure everyone is always wearing seat belts, and to the greatest extent possible secure anything that is loose because you do not need to hit something and then get hit by a flying coffee maker.
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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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I may be off base here, but the only difference I can think of between stationary and driving is air flow.
I cannot believe dirty fuel is an issue because our generator fuel pickups are well off the bottom of the fuel tank so we do not run a tank dry meaning if it was dirt or sediment the coach would suffer first.
Is there any way to measure the generator compartment for both pressure (using a manometer) and temperature especially in areas that might be more affected by a temperature variation? If there is no way to easily measure and record temps what happens if the coach is driven in 65 degree morning temps and 85 degree afternoon temps? Does it take longer to act up or does is not act up?
Is the compartment baffled and if so is the baffle damaged or crushed?
Is there a way to measure engine RPM from start up until the problem occurs? If the engine is lugging down would that impact voltage?
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I’d start looking back around the leveling valve on that side and listening for an air leak around the lines going into the valve, the bags, and ping tanks.
If your guage will not reach maximum pressure for the dryer to purge, you should be able to hear the air leak pretty easily seeing as the compressor is not able to keep up with the leak.
On that type of deal you have to work your way backward. I wish I could be more help but without having more specifics it would be anyones guess what has happened.