DON
Forum Replies Created
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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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Jeff,
what brand of squirrel cage fan did you buy. Does your cooling system blow air thru the radiator or pull air from radiator to cool it. Reason for asking, on our Featherlite Vogue XL, the fan motor bearing went “south”. Bought like forvlike from WW Grainger. Our system pulls sir thru the radiator which washes the electric fan motor with hot 175 degree radiator air. Old motor seemed to work since genset has 4300 hours. But new motor (Dayton same as old) has a high temp cutoff of 40C (140F). So pulling hot air thru fadiatorvashing fan motor with hot air before blowing out bay floor(our radiator stands in cavity between bay 4 and 3) new fan motor cuts out from getting too hot in enclosed box holding blower
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Hi Tom,
There wasn’t anything noticeable about the way it drove (no pull to starboard, noise, etc.). I did smell something oily just a few seconds before the TPMS alarm. We are still parked from overnight – so everything has cooled down all around. I was tempted to try driving again – to see what happens. However, don’t want to cause any damage and we are unfamiliar with this area…meaning, not sure where or if we would find somewhere as safe to pull over from the interstate.
We we’re told by CoachNet that we could either have a mobile tech come out or, arrange a tow – but, not both. Was told by a local former DOT Weigh Station policeman that it is very difficult to get a mobile tech to respond in this area…much less want to jack a Coach this big up on an asphalt parking lot?
Therefore, we are going to wait for the call from CoachNet and hopefully bridge on either Baton Rouge Diesel or Big Wheels to get their recommendations.
(Have to admit…I’m very tempted to try and drive the 14-miles to Big Wheels – if they say they are capable of working on it and have any parts! Not really a fan of being towed. But, less of a fan to breaking down on the interstate. I’m sure we would hear a lot of “told you so’s” – after the fact.)
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My standard response to anything CA
WHY DO YOU LIVE THERE?
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My driving speed has been the butt of jokes for decades. I never did it to save money for fuel. Actually worrying about fuel mileage on a Prevost is a waste of time because fuel is not a serious part of the cost of ownership.
My initial speed was established when I had our 8V92 equipped 1987 XL geared so top speed was 69 to 71 MPH. At about 1800 (the engine’s sweet spot) I drove 60 MPH. I learned real fast if I tried to drive 65 or 70 I was going to get hung out to dry in the passing lane if I tried to maintain that speed so I backed down to 60 because if I did have to pass I had some reserves, and at 1800 I never lugged the engine.
After 15 years of the 8V92 we got our 97 coach with a Series 60. It seemed the sweet spot on that engine was 1500 which was about 62 MPH. By then I was aware of stopping distances at 60 being at least 150 feet less than at 70 so I was motivated to stay close to the speed I had gotten used to.
For me the benefits far outweigh higher speeds. I am slower than most traffic so my driving effort is reduced to setting the cruise control at 1500 RPM, letting everyone else go around me. I rarely have to change lanes. Stress is reduced. I later found out when doing a cross country ride of 4500 miles in my Corvette at 10 MPH over the speed limit that I often got behind a passing truck and almost always the truck passing was closer to 65 than any other speed, and that was the fast truck passing trucks closer to the speed I drive the bus. Now I ignore those who profess lower speeds are dangerous.
If mileage is improved I will take it. My mileage has improved, but because of the fact the EGR in my coach has mysteriously failed to work as intended (actually not at all) and that was a .6 mpg or about 12% gain so it is like getting a 12% cash discount on fuel on top of the TDS discount.
I have driven my bus like my hair was on fire, usually because I was caravaning with others, and I just do not like dicing in and out of lanes just to pick up a little speed so I continue to be the slow guy on the road.
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Thanks again Ed.
Has anyone found a source for these isolators online?
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Thank You. They loved their Bus.
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Some of the worst days of my life are when I lost a dog.
Words don’t have enough oomph or impact for these moments.
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Fur Babies are always hard to lose. They take a piece of your Heart with them.
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Bill,
I have a 60 x 15 ft one piece hydraulic door in MT. The door is framed in a metal casement and in my opinion to heavy for long term wear. 2 years ago we spent 30k to beef up the header because of the strain it was putting on the rest of the bldg. Also the hydraulic pressure concerned me.
I wouldn’t know anybetter but here at home I have a 50 x 14 ft bifold door that works with the motor and straps. In my opinion the straps out perform the hydraulic door. Maybe because of the bifold vs the one piece door but I will never have another hydraulic door. 50 ft door is going on 14 years, never touched it.
Later
bv
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So my Diff is spinning slower than yours, but my tranny is spinning faster in high gear. Your profile probably looks like this.
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Can the charger side of the inverter change it’s charging volts to compensate for LIFEPO4 batteries?? Is the cold charging the only difference? I’ve seen on this forum people have to make changes to change over?
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Absorption 14.2 – 14.6 and Float 13.4 – 13.8. Hope they have a way to heat it in cold weather charging.
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Bus passenger side of cylinder head, below valve/rocker cover, above intake,
Look back and to the left of the alternator. There are 2 or 3 Detroit identification decals in that area. -
Rockwell offers many many gear ratios that anybody can buy and install. Based on the parts manual, Prevost doesn’t.