Greg
Forum Replies Created
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DKO
I grew up on a farm in western OK and often traveled to the area you mention hauling heavy farm equipment, like 20-30-40K combines, tractors, etc. Almost all our hauling equipment was Cat powered. Cat powered equipment almost always has to be run on upgrades in low gear to keep engine RPMs high (1800-2000) while speed goes out the window. I owned, as my first experience with a detriot equipped coach, a 38 foot Newell with an 8V. The manual said basically “put your foot in the throttle all the way and keep it there until you reached the peak of the grade”. That worked well for the 38 foot but my present coach, a 91 XL 40 with an 8V will overheat in a heartbeat if I do that. My coach only has 86K original miles on it and I think I need to recore my radiator, but I cannot drive it like I did the Newell. I have to drive it like it has a Cat. That by the way is as you start up the grade back off the throttle to keep the temp below 205, when you cannot keep it there by lowering the throttle by failing to keep some speed, downshift the trans by one gear while moving the throttle to the majic window of 1800-2000 RPMs. When your temps raise above the 205 mark again, repeat the downshift. Watch your temps and when you can keep the temp at a max of 205 with your current throttle and gear selection, you are at the right gear, right RPM, right throttle and right speed. I can tell you hauling what you are, you are going to be crawling at the crest of the grade. You think this is bad but it isn’t, it starts you down the other side at a slow speed giving you reaction time for the inevitable speed freq that whizes past you out of control and honking at you because you are so slow. BTW, the newer Cat stuff is not as bad as the old but still has the same recommendations from the manufactuer. HTH
Rob
91 XL 40
Missouri
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Absolutely, and can we make sure Ken gets credit? That one is a winner.
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I saw one being put on an XL 45 at Nashville and they were changing out the 10K hitch to the 20K and then mounting the Overbuilt lift. This was to gain the heavier tounge weight. I would think hanging a 1000 lbs on the rear would almost have to have some effect on the steer.
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This one has 3 reese recievers and uses the two out side ones to carry a 800 pound motorcycle ,the lift also weighs in at almost 300 pounds , I know a Prevost that has traveled many miles with one . but i dont want trouble, overbiltlifts.com look at the elect lift here. I have seen several on the highway thats why i wanter one .Any one had any expiernce with one????
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Thanks guys, it makes prefect sense that I could not exhausted that left side with the low Aux tanks pressure. Since I replaced all the norgrens and the air bags I need to find out what happens first. Does the coach drop one side then the aux pressure drops and dumps the tags then blocks the air in the left drive bags. or does the coach have more or less pressure on one side than the other causing one side valves to shift early than the other or does one side leak faster than the other and it is closer to the ground when the aux run out of pressure blocking the norgrens. ??????????
Thanks for the challenge.
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Does your fan work correctly? I didn’t see any reference to that being checked out.
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John,
Unless it has changed, somewhere in one of the Prevost manuals I read they stated you could introduce liquid refrigerant into the receiver. Being a confirmed chicken however I agree with adding refrigerant on the suction side, and for the home mechanics be certain you are introducing gas and not liquid.
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We have determined it is the thermal overload for the compressor, where might I get one?
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What is the temperature of the cool air it is producing? Stick a thermometer in the vent and the return. You should have about a 15 degree delta between return and supply.
Also, Sometimes I need to supplement the RCAV with one of the auxiliary Cruise Aire units. I can ususally turn it off once the coach has lost some latent heat.
Also, check the condition of the evaporator fins. When I first got my coach, the filter placed in front/over the unit was mounted with that fabulous product “HOPE-THIS-WORKS”. Well it didn’t. And, besides being incredibly dirty, large sections of the fins were bent shut. Some time with cleaner and a fin comb and life was good.
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There are two tanks in the engine bay. One is opaque, but clearly marked antifreeze. The other is more clear, but has no markings. Located in the top right of the bay, it is the one I assume is referred to herein. It says full.
I shall not worry about it.
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Thast paint is not shown as it is a production part and we do not normally note or sell it. I will check to see who is the manufacturer and if there is a retail part number.
It should be a high temperature paint with a hard glazed finish to resist moisture and oils/grease. -
I think the problem is the fact that the tanks fill inlet enters the tank at least 8″ below the top of the tank. So when the fuel gets to the level of the fuel nossle you have the top air pocket under pressure which forces fuel out the tank inlet. Too bad there is not a air vent in the very top of the tank.
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Thank you.
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Dale,
Lifelines take is the AGM’s can use the wet cell settings if AGM is not an option on an inverter/charger. Usually, an alternator will be in the high 13’s when driving, not much more than a float charge. So if your alternator is charging the house around 13.8, no problem.
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Coach 1975, listed as sold on this site’s coaches for sale.