Ron
Forum Replies Created
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Education is a great thing,,,,, We have owned this coach almost 6 years and did not know the end of the stalk pushed in like that. My manual shows a switch on the dash.
Thanks Tom, one more to check off the list.
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Thanks everyone for the compliments, BUT, I may not deserve them yet.
Jon, I did replace all fittings with compression style, and I did have to go back and tighten a few of them more than I thought I should have to start with. But, I assumed the plastice pipe may have had some indentions where the push ons were, and most did not have enough length to cut off and have a fresh end. I did add to one with a union to enable a fresh end. I aired everything up with shop air, turned the swicth on, the bus raised up fine. I checked again for leaks, and corrected a few bubbles.
I could then hear a leak underneath the bus, somewhere up high in the center because I can hear it from both sides of the bus. Anyway, it was getting late, so I figured even with Aux leaking, the bus should still stay up.
Before I started all this, the bus was leaning hard on the right rear and right front.
Now, this morning I go out to the shop, and the bus is up in the front and level, but the back is completely down on both sides in the rear!? I put air to the bus, turned the key on, and it raised up level, like it should. So…………I’ll go back to studying the schematic more.
Am I right in thinking that each side on the rear should be separate as far as air supply going to the bag tanks? In other words they are not connected? They go through each Norgren?
I’m sure the leak I am hearing is the clue to the problem.
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Rob in Missouri … you raised the roof? how much did you raise it? What a project that must have been. Why did you raise it?
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This thread got my attention. Just pulled ticket. Back in Feb. 14 had a drivers side fogged window replaced at Houston Prevost. Internal Labor 6.8 hours @109 per hour $741.20 — parts $288.53—-Total $1,040.42 . Part # 790402 Thremo Fixed Driver Window was $246.89 by it self. These little ones must cost a heck of a lot more than them big ones.
Heck , on this same shop trip , ticket for internal labor replacing all air bags and 2 R-12 valves was 39.9 hours. They love to see me coming. That’s why I’m gonna start doing some of the work myself. Or sell The Bus!!
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I’m no slide expert, but it sure sounds as though the method used to sense where the slide is has malfuncted.
On CNC controlled manufacturing equipment position was the key to operations so the ball screw devices which move the parts being punched (to accuracy in the 03″ range) had very accurate position sensing which was actually a counter. It counted rotations on a screw shaft. It sure sounds like the slide control system that determines position is off by 3/4″ on the retract side on your coach and I would guess it also is counting rotations on the driven shaft or motor.
Post the results here Gary because whatever is going on with your coach can impact others.
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I have 5 panels off now for repair. FWIW ? Use the silaflex at the lap of sheets where the tape does not touch?? makes sense.. Thanks for info JIM
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Long time no see– shouldn’t be feeding back thru dryer. maybe tags bleeding off? notice any drop there? or bad check valve—– If it is comming back thru dryer it’s time for refurb. Take care my friend. Bob
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I saw an H 45 in Nashville with a 30 KW generator. installed. With 7 AC’s would a 30 KW be on the build-out ?
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Most are registered here, but some will never disclose the fact they read this site everyday. Too bad, the upcoming fuel discount along with our Napa program is a no brainer.
Cmon you POG guys who haven’t registered yet, we won’t tell Jamie and you can enjoy saving money with the rest of us.
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yes you did imho,our coaches have 120-130 psi.
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The only one I know that is there this year is Jdub and he’s sleeping beside the Doctor Killer in a tent.
Have fun, would have liked to be there again this year, but too many places to go.
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I decided to stay here tonight. It was almost 6:30 when I got everything ready to go, so I said the heck with it and plugged in for the night. I will take off in the morning.
Everything I wanted to get done got done, so I am happy with that. Even got a couple of extras done since they had time, and I had to wait for the glue to dry anyway. They went around and cleaned off the extra sealant and tape residue at the end of the day. There was a fair amount from when they did the repairs and some from the paint shop. They were very pleasant and did all I asked.
How is your tag temp today? Hope that isn’t going to be a problem down the road….
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Ace, from my memory banks I seem to recall that around the early 90’s on DDEC engines folks realized they could bump up the horsepower without any other changes other than some DDEC programing or a chip replacement.
The problem was as horsepower increases there has to be an equal or greater increase in the ability of the cooling system to reject heat. Since nobody did that because it involved larger radiators and additional cooling slots in the engine bay doors just when the driver could make use of the increased HP, DDEC was taking it away in response to temps beginning to push the upper limits of the coolant temp.
As a seated coach I would guess nobody messed with your HP, but if it is possible someone did such as an engine swap that might be part of the consideration.
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The Railroad issues crews a “Templestik” that is used to stroke the end cap of the axle if an axle has been caught on a Detector or seen to be questionable. The stik is stroked over the axle hub and if a smear appears, the axle is determined by definition to be defective. These are roller bearings and the older friction bearings that used a wad of oil soaked cotton are mostly obsolete and been taken out of service. Perhaps there should be a templestik of some sort created for us or trucks for that matter?