Jerry
Forum Replies Created
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Ditteaux to all the Yea sayers. Get in,get filled and get out. No problems since it started. The only thing which would make it better is to start drawing off the PC bank account once we accumulae a large enough ballance through dues.
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Ugly fix but we knew what you meant.
Before you spend any money first try to determine if the default for the EGR is with it on all the time, or if it has been set up in DDEC so it is not going to function above a certan altitude. If you have a reader, or Silverleaf or a nearby Detroit dealer or a visit to Jeff scheduled you can find that out.
My coach was set with the EGR to function at any altitude which defeats the Ugly Fix. I had to have the altitude reset to a low point (11,000?) so the Ugly fix works. The way the Ugly Fix works is it replaces the existing altitude sensor and tells DDEC the coach is at a high altitude so the EGR will not function at all.
If you go to the Detroit dealer they can check you coach to see how it is set up. The purpose for disabling the EGR above a certain altitude is to provide you with all the needed power usually lost at altitude and that is a legal modification and is just a simple programming step. The Ugly Fix is not legal.
As far as installing the Ugly Fix, it is a simple matter to unplug the existing altitude sensor and replace it with the Ugly Fix. About 10 minutes worth of effort.
From personal experience here is what happens when the EGR is disabled. The valve that controls the flow of exhaust gas back into the intake manifold doesn’t open. Under non-EGR working conditions your coach has a maximum boost of around 29 to 30 PSI, but when the EGR functions that boost goes up to about 50 PSI along with greater fuel flow to compensate for the lost power when exhaust gas is pushed into the intake. Since the EGR is disabled max boost is now about 30 PSI. Since some exhaust gases will pass the EGR valve if you plug the line going into the intake manifold all exhaust gases will be kept out of the engine.
Initially you will see a couple of things. First the mileage will jump up a little. Mine increased initially by .2 MPG. But the second thing that was unexpected was my oil was staying clean. The oil retained a clean gold color as long as 2500 miles after a change. It did get darker from the minute the engine was first run, but it was over 2500 miles of use before the dark or black color was on the dip stick.
About 10,000 miles after the Ugly Fix install the mileage had increased to between 6.4 and 6.5 from the initial 5.9 MPG. I cannot explain why other than to surmise the build of of sooting from pushing exhaust back through the engine was getting cleaned up and as it did the engine was doing better. There has been some discussion on the diesel forums about the impact of the EGR on Series 60 engines and there is a lot of anecdotal evidence to suggest if the EGR is allowed to function as designed the #6 cylinder exhibits problems as a result earlier than the other cylinders. That likely does not apply to those of us who are doing limited driving compared to commercial operators, but it also is something that we should all be aware of.
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Just to set record straight. Both dogs are in great shape
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We “plastic” coach owners just run the generator during our summer travels. The coach stays nice and comfortable even in 100-105F temps. Wife is often baking something during our summer travels with the Grandkids.
Winter travels don’t require the generator unless the wife is baking as the AquaHot keeps everything toasty.
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Hmm. Aeroquip hoses. My first job out of college was with Aeroquip’s Aerospace division.. We mfg hoses, couplings, fuel ducts.. Interesting! I’ll have to check out the bus a bit more to find if we have Aeroquip hoses…
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My set up is controlled by inverter #1. The generator auto start is linked to inverter #1 only. Inverter #2 has no standing over the generator but is set to “Off” for good measure. No watchdog in my Vantare, it is all controlled by the inverters.
Davy
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Dash air runs the cooling fan on high whenever the compressor is engaged. I see the same thing, but even more of a drop…usually about 10 degrees less.
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Thanks Chip. I will check it out.
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Sounds good. Do you set your galley & bedroom AC at the same or different temps? Also, are your all original? I’m assuming Cruisairs have an average lifespan of 15 years or so.
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For what it is worth, I’ve had good luck with Clarke Power Services in Ringold, Georgia for both Allison and Detroit service. I think there is a network of Clarke Power locations. I wouldn’t let these guys necessarily “in” my bus but they have been very good back in engine bay. Most recently they did the Allison transmission heli-coil fix where Prevost had stripped out several of the cover bolts. Pricing was reasonable and they did it in less time than their estimate.
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Tom,
Doesn’t your coach have the engine latch release behind the rearmost curbside door that you have to unlock to get to the latch? That’s the way our coach is. -
If valves are backseated (normally closed as when you are using AC) will crankcase be pressured?? Why would you open (pull) plug on compressor when you were filling with freon??
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Chas, I’ve not visited this RV park, but plan to this fall. I recently drove from Santa Fe to Taos in a car and can offer this about the drive. The so called “high road” of US 285 and US 64 is the easiest to drive. It is a pretty drive, but if you are looking for adventure, you should consider the “low road” of highway 76 and 518. Along the low road you will find some amazing old churches, including Chimayo, which is the most visited Catholic pilgrimage site in the US. I’m not Catholic, but I found it to be wonderful. Chimayo has a lot of tour bus traffic, so I think you will be fine on the low road in your bus. It is a fairly narrow and twisty road, but there is not a lot of traffic and you can take your time. I plan to drive it in my bus towing my Jeep this fall. Even though the high road route is longer, it will be quicker than the low road if you are in a hurry. Please post with your experience at Angel Fire.
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Make sure it is possible to get the 120V power to the compressor.
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“Jon has the “quality” issue right.
One of the past owners of my bus replaced the original Thomas 12v compressor with a Viair. That compressor lasted less than three years, which is why I now need to replace it, probably with a Thomas compressor. ”
I am not opposed to saving money. Look how much I save by not having a smart phone. My concern is twofold. Our aux compressors can play a very large part in our use and enjoyment of the coach. On some coaches it is a critical component because slide coaches with inflatible seals must have pressure. Other coaches must have pressure for the suspension system otherwise the tag axle air bags dump air. Regardless of why we need the aux compressor in some cases we really need it and a good reliable compressor is often worth what it costs.
The second reason is unless our coach system can isolate the compressor we may be compromising the accessory system with a compressor and associated air lines and fittings that don’t even come close to DOT standards. It would be a crime to have a trip interrupeted because a Harbor Freight quality compressor has compromised the accessory air system. I especially feel this way when the cheap compressor is still mounted on its air tank.