Raymond
Forum Replies Created
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I assume that you checked that the the ground wire for the pump was making good contact. Some wiring arrangements will interrrup the ground when the “proper” conditions are not met, for instance the parking brake is not set.
Just a thought.
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Just finished swapping in new front rotors, pads and inner seals. It was a physically challenging job. The rotor weighs 75 pounds, hub probably 50 pounds, caliper slack adjuster brake chamber assembly probably 50 pounds, could not use air tools on the hub to rotor nuts of which there are 10, 130 pounds torque. The hub jam nut was a 2 1/4 inch socket. The adjustment nut had no flats on the outer circumference, but two round holes on the face in which one can use right angle needle nose pliers to make the adjustment. Before I took the hardware off the axle, counted the number of threads showing through the jam nut, and used that count to prexactly reinstall. Took about 2.5 days. Working on the oil fill now, cold weather means slow flow.
The front rotors had cracks when we got it 9.5 years ago (60,000 miles), but we never had a problem. The challenge now is to try to drive in such a way as to not crack these. The tag rotors have never cracked, maybe because Prevost put 16/24 chambers there. Couple years ago I changed those to 30/30, and still no cracks. Now all three axles are on 30 service brake chambers.
I enjoyed doing this project, it is my way of playing golf.
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Congrats Alan, you got a good one.
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Jim is right in that a significant change in altitude with the vent hole plugged has the potential to push hub oil out the seal. Usually the rubber cap that has the vent hole is loose enough, but if it is a tight fit and the altitude change is enough the pressure differential can be a couple of PSI.
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We stayed at Rafter J also, it ‘s fine for the bus and convenient to the sites Rushmore and Crazy Horse.
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Second what Al suggested…verify:
– power at the pole if surge unit available,
– make sure your shore power switch is on,
– check main control panel for errors(gen vs inverter power – AUX – error) and reset. -
I looked very carefully at the calipers from Peter’s coach, The slide pins were all free and I have doubts they contributed to the dragging brakes I know Kim is pretty savvy about his coach and if and when he gets his issue resolved I am hoping he will look closely at his calipers and see if he agrees his slide pins were not binding.
If those familiar with the Knorr-Bremse brakes would chime in I think a further discussion of the potential causes for the two brake dragging events would benefit us all because these two incidents could have resulted in a complete destruction of a coach due to fire.
Jeff said after caging the caliper on Peter’s coach there was no dragging or heat when the coach was driven back to the shop. To my thinking that rules out a caliper with a failed internal adjuster. After looking at the slide pins I would have a hard time saying the slide pins were binding. So the only other thing I can associate with the problem was a brake chamber that did not fully release the spring brake. Interestingly both coaches had relatively new brake chambers. Coincidence or an indicator of a possible problem?
I would like to see if anyone has ideas.
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Donald,
The Pulse displays both pressure and temps.
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At temps at 100 or over I slow to 55 mph and have never had a blow out but put new tires on about every two years , slow the f””””k down when it’s hot out ,and check pressure before u leave I never drive over 62 or about 1500 rpm in sixth ever period!!!’m
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We are in CHehalis at the Riverside golf course–they have an OK RV park. Heading down to Troutdale tomorrow for a couple of days, then we’ll be heading home.
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My thinking is while running the coach on high idle for extended periods may not be desirable it certainly will keep it cool inside and keep power to all electrical systems they you need until the fix can be made.
It won’t hurt anything to do that, and does use a little fuel. I’m hoping the new breaker does the job.
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Our pleasure Kent, glad to be able to help. Like we discussed, it really takes more than an hour and a half to wrap your mind around one of these buses. Give me a call anytime.
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I never lock my engine bay door. I’m always in there checking whatever, or letting heat out. Like Jon, I don’t have anything in there anyone would want, I guess.
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Thanks, Jon, I appreciate your input. With the issues we have with the inverter(s), I’m wondering if a pure sine inverter would be better, especially since we put a new refrigerator in the coach. I’ll chat with them shortly, and also see what Marathon says. Running the ACs on inverter is not a big deal like I mentioned, especially since the cockpit AC won’t work on the inverter, and that’s the one that does the best job of cooling the driver.
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“It is not hooked to the equalizer. I think in this picture the positve is off the emergency backup batteries and appears to be hooked to the equalizer.”
Eagle Eye