glen
Forum Replies Created
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i just did this for montana…i had heard about sd, think the service there is a lot cheaper then MT.
What are the other advantages of SD?
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Glen,
I think your vintage coach requires around 35 PSI or more in the aux system. If it falls below that pressure the three port valve between the tag and drive up on the frame opens the exhaust port to dump tag axle pressure, while locking air in the two drive air bags.
If you don’t require air for any house functions, and you don’t ever raise your tag axle just plug the exahuse port in the three port valve and see if your leans go away.
I made an assumption you have no leaks in the air bags, their fittings or the five port Norgrens.
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Ditto to everything said about steve Bennett and California Coach. Met him and his beautiful Marathon a couple of years ago at LVM resort and found him and his and his lovely wife to be friendly, forthcomming and very knowledgeable. Have had more than one conversation over the years about various busses. In fact he even talked me out of buying a bus he had for sale. I hope the occasion presents itself where we purchase a bus from him in the future. Geo.
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Stand by Mike, Jon has been working 24/7 for your convenience and has struck a deal.
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having bought the snake oil, too … 🙂
I have been watching the same demo at the Parliament rally and have since stood nearby when several other coaches were done, while Father Rick gave his sermon demoing the before and after fuel samples.
Halleluja, I was hooked.
A real life test result was my generator. I have not been using it much and when I tried using it on January 1st (and not again since then until today), it was belching out black smoke for a couple of minutes. It also ran very rough at the time.
After having had my fuel polished and the additive added, no more smoke at all. Not from the engine and not from the generator. Today, we left Parliament and drove down to Fort Myers. Generator running all the way. No problems.
I cannot say anything about mileage, either. I will have to take notes for the next couple of months to determine whether there is any improvement.
In closing, may I say that Tom did not pay me nothing for writing this in support of his post. He mumbled something about getting a free PC license plate but you know how old man are, they talk a lot.
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both the toe heaters and Webasto turn on in the 12v distribution panel. And take then Webasto IS what I was calling the boiler.
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Swing open the ECC, locate the daughter board for that light panel and push/test the tiny buttons to see if they work. Assuming the fuses on the front are all OK.
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with the key turned to start give the starter a rap on the side with a hammer.
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Sounds like you may have a shorted out Chassis battery. Unhook them individually to load test. If one is shorted out, you won’t be able to jump it, but they will usually show charged when you have a charger on them. Usually, you can jump start with chassis batteries though. By the starter now clicking, sounds like you may have battery or cable problems somewhere.
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Joe, I’m not sure if I’m interpreting your photo correctly, but if I am, your lug nuts look seriously funky. I would check that out before you drive anywhere.
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Please refer back to a previous thread in regard to Liberty owners knowing everything. Geo.
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This is solely a guess, mostly because there are some unknowns.
To a great extent you control the biggest part of the question, and that is the weight of the trailer when you are towing it. Clearly the heavier the trailer the more work the engine will be doing. Your vintage of coach if my memory is correct is right around or slightly prior to Prevost opening up the slots in the RH side engine area doors to accomodate the higher HP 8V92 engines. Clearly for proper cooling a lot air has to flow and because there was no slots or very small slots in the rear doors the air had to go out the bottom below the bumper, or out the passenger side door. The converters were putting a full width flap beneath the bumper, and while it looked nice, it may have inhibited air flow. Keep that in mind.
The 2 stroke engines are strong, but they do not like to be lugged down. They are happier at higher RPMs and if they are working hard keeping them well into the higher RPMs is better than lugging them 1500 or below. One characteristic I think is solely a 2 stroke issue is the engines must somehow contribute to plugging the cooling system. Obviously on those it is critical to adhere to the coolant system maintenance schedule. If you are not sure if you have issues, pulling a load up a long climb will reveal problems in a hurry. If the coolant change intervals and the chemistry have not been maintained, or if the wrong coolant has been used it would not surprise me to learn the radiator is occluded and may have to be recored. Silicone dropout was a major problem.
To learn the condition of your cooling system a hot day with over 80 outside air temps, a 6% uphill grade that is at least 5 or 6 miles long and a heavy toad are all you need to test the system. Your engine should run all day long at around 175 to 185 on any day of the week. When you pull a long steep grade you can expect the temps to climb to 195, but no higher. If you see 200 begin to realize you might have the start of a plugged radiator, and if it gets to 205 or higher you definitely need repairs. The heavier the load, the steeper the hill, the higher the OAT and the longer the run all influence engine temps, and if they get to 200 and are still climbing, you probably need to get to a lower gear and a higher RPM.. If that doesn’t start to bring temps down, it might be time to give the gal a rest to get the temps down to 170 or so. 2 stroke engines do not like heat and heat is a quick way to turn a perfectly good engine into a paper weight.
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AITA is in fact how we are accessing the NAPA fleet discount.
I suspect that is how email addresses are being accessed. We NEVER give out any email addresses.
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Guess we won’t be able to get one then. If we want bus air, we better make the Vantare last.