David
Forum Replies Created
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Allowing the bus to push engine speed to 2500 is a very bad thing. That is why I would urge as drivers we limit engine speed to 2100.
Additionally, a retarder generates a lot of heat that in transmitted to transmission fluid, but also to engine coolant. Theoretically the transmission computer is going to limit those temps to 300 and when attained it is going to reduce the effectiveness of the retarder.
We as drivers have to use all our coach’s assets and manage temps, speeds and RPM.
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David: Thanks for sharing that article. Very informative.
I also found your mathematical approach and comparisons to put things into perspective to be very, very interesting.
I notice the article (which I presume is about the Allison trans retarder in a Foretravel motorhome) is silent about high transmission fluid temperatures during operation of the trans retarder. I wonder why. Does the Foretravel have a more robust trans fluid cooling system than our Prevosts?
I have come to the conclusion that the best system for braking on our Prevost coaches beyond the service brakes is (1) trans retarder AND (2) a Jacobs/Jake (compression) brake, which I plan on having installed on our coach when the valves and injectors are looked at.
When I am going down a steep hill and fully invoke the tran retarder, the trans will downshift and try to hold the coach back, but will upshift once the tach gets around 2500rpm (which is presume is close to operational “red-line”). I suspect this is normal.
During the first couple of years of ownership, I would notice the “OIL TEMP” gauge on the dash (which I understand is really Trans Fluid Temp, don’t get me started on the label on the gauge) would go up with the retarder full ON. Now it doesn’t appear to me that the temp is as likely to go up as it was in the past.
I wonder if the transmission needs service or adjustment? Anyone experience the same thing?
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Installed Sea-Level 4 yr ago two sets because of tall tanks one read out in bay and control panel. Used existing wiring. Easy to hook up. Highly recommend
Larry Nelson
2002 XLII VISION
2019 BUICK ENVISION
HURRICANE, UTAH
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David:
Your right, i was confusing 9 – 10.5 to hub size. Makes since now that you say rim width.
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Keep them coming.
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The most profound statement we use in the bus world is you don’t know what you don’t know.
My email address is viewed if you click on my user name.
Frank owns Liberty, ask him about over heating and shutting down.
Good luck.
Later
bv
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I saw a video of Mal and Dave a while back .Dave did say they will do Lithium batteries as an option. A very expensive option. Would not like the 1/2 generator thing I would not be able to run my welder.
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Thanks , those are awesome run times !
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Good one David, I guess I deserve that…
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Where might this article b found
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Here’s an example of tire temps and pressures on a very hot day in the mountains out west last month.
The variation in temps and pressures while driving with the Pressure Pro and slight changes as the sensors report are normal.
Per – The one big plus for a TPMS is the alert should a tire start losing air due to a an unseen road road hazard such as a nail, bolt, screw, etc. Contact me if you’re interested in Pressure Pro.
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And if no one is in the left lane is it a big deal to move over ? To me thats just common courtesy. I’m always thinking when someone doesn’t move over and no one’s beside them ” you wouldn’t work for me very long”. But what do I know I only drive 8000 miles a month.
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Bill, don’t guess you carry a heated steering wheel for winter time driving???
The older I get the more I appreciate the heated steering wheel in our Ram.
It is hard to believe but I still have the driving gloves I got for my birthday 55 years ago – MG days…
The driving gloves do keep my hands warmer and look way cooler than snow mittens.
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I recall that because the platforms splits on the scale are laid out for a typical 18 wheeler 1- steer, 2 – drive, 3-trailer, if you go on frontwards and put the drive/tag split over the rearmost split in the the 3 sections of scale platform, the front axle is off the front end of the scales. You can still get the weight of front axle by weighing twice, once with front axle on platform “1” (steer) and drive/tag on platform “3” (trailer) then pull forward to where drive/tag split is on platforms “2” (drive) and “3”(trailer). As some (most?) scales have ramps leading up to and away from them, this might introduce some error as the bus will be inclined with the front axle headed down the ramp off the scale.
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Under a rock I guess…….