Jerry
Forum Replies Created
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The CC proprietary mother board/daughter board design has never caused us any issues. It was well designed and robustly implemented. The only downside is many of us have built custom holders for things like ladders or folding bikes that fit in that first pass through bay where the electronic cabinet is located so if you ever do need access it is a pain to remove all that stuff. Given all the benefits of the CC design ethos and build quality I would not hesitate to buy another.
Jerry
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I am not familiar with what is proprietary or how the systems are intermingled. I don’t believe that was the case with our 1988, but the 1998 has a number of electronic boards in the underbelly but nothing like the glass dash they put in some coaches.
If you have some details about this it would appreciated so I know what to look out for.
Bill
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3-in-1 banded cogged v-belt # AX74/03 for crankshaft pulley to 90* gearbox.
To drive the OTR compressor 2-in-1 banded cogged v-belt # BX97/02
Both purchased from:
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The evaporator is behind the frig and doesn’t have a capacitor on it.
Condensers are under the bus and have both a run and a start capacitors.
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What’s up Jon?! I haven’t seen you in quite awhile.
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I don’t think you will be able to push it in. It’s completely blocked from the bottom all the away around. The best you could do is go from the right side and try to push in but you’d never be able to bend something around the handle that would then be stiff enough to push it in.
Cutting it would be easiest. Just then take it apart and grind it off, then mig weld new round stock on. Done.
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My wife and I prefer Liberty over Marathon. It is just a personal thing where we like the interiors better on the Liberty. We have not owned a Marathon, but I have looked at some in person, and many online. The interior layouts and trim on a Liberty is just more appealing to us.
I also prefer the H3-45 to an XLII or X3. Also, the newer coaches with the Volvo engines and electric cooling package get very good mileage, and getting rid of the fan clutch and assorted hardware seems to make sense. Yes, you gain fans and an alternator, but if the mileage claims are true, it is worth it. The fans are supposedly easy to change out too.
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Don
Think your the winning diagnosis. Got to 28 deg last night, started bus this morning and center of 5 stack is leaking. Wiggle it and it stops, wiggle it again and it starts leaking. Don’t know if this is the big leak, but it’s definitely a leak.
Do I need to replace just the electric portion, or the little shaft that the electric solenoid slides on?
Chuck
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Have at it Mike, or do nothing, your choice about getting informed about the ongoing increasing CARB regulations over diesel heavy vehicles. You seem to disregard and devalue the summarized finding in the OP. This information was gathered after many hours of research and multiple chats with various industry folks. Here is the link to get you started should you wish to cull through all the direct and indirect regulations and rulings related that affect we old 2 stroke busnuts.
https://ww2.arb.ca.gov/our-work/programs/heavy-duty-inspection-and-maintenance-program
I am currently establishing the viability and long-term benefit by obtaining historic plates that then bring the bus into an exempt category. Since my bus is actually running on the road so few hours, my use would be defensible.
It also appears you are not aware of the past and ongoing CARB efforts to get 2 stroke engines crushed, even those used off-road like agriculture, earthworks, production, etc. They want them all gone. This is just another whack at the 2 stroke diesel pinata.
Even with an engine that meets the recurring testing requirements, once or twice a year, one needs to decide how long to hold on and endure being a pawn in their game.
For some, the resulting lower street value of CA bus conversions not passing might be of interest to some here and across the country. What happens if a few hundred nice condition bus conversions hit the market? Do bus owners in other states think their own coaches might be worth less? Some won’t care, some will. This is a CARB regulation creating a knock on effect on others outside the state.
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Did you use arrivecan?
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ditto
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45′ Liberty xl
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Yep, I am in Florida, SW Florida. Likely to be there 21,22 or 23rd of this month, trying to arrange it now.
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Excellent post. Very important info, especially during the summer “rally season” when power available from temporary sources like fair grounds can lead to low voltage issues which serves to exacerbate the amp overload issues when everyone on a string tries to start all kinds of induction loads at random times. 120vac air compressors, residential refers, and even 120vac water pumps can also cause these conditions right along side A/C units, some microwaves (especially the “inverter” units), some induction cook tops, etc. All these start up loads can really tax the source electrical system as well as the bus internal electrical system. So, be careful out there!
PS, so far the plug and play soft start device I am testing for the upcoming magazine article is performing well on the 30 amp service available at the fair grounds setting where the rally we are attending is being held. Having only 30 amps available really is dicey for all these large plastic coaches in attendance here. More as I learn more.
Jerry
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Yes, temp limiting (like the Wakespeed) and amp output limiting (like the BtoB chargers) are both good strategies to protect these alternators. Both are better than the time slicers (like the BIMs) which just limit the alternator to a set pattern of on/off times to try to prevent the alternator from over heating. I like the BtoB charger approach because they are quite inexpensive and by deploying multiples of them provides a level of redundancy that I find appealing.
Jerry