Maiden Voyage with 95 WBDA 4203

[Pete Masterson]

My maiden voyage (2168.2 miles) with the coach formerly owned by George.

George Lowry traded in his Wanderlodge last December. Shortly
thereafter, it showed up at Mr. Oliver's in Princeton Texas. While
this coach was of high interest to me, my spouse was still thinking
of reasons to put off our life-change plan (which also involves a
more active involvement with her elderly parents). Mr Oliver's
"forced" the decision by putting the coach up on eBay at a rather
attractive no-reserve starting price.

Ultimately, I was the only and winning bidder.

Due to a long-planned business trip, I wasn't able to get to
Princeton, TX until Saturday 5/19. Paul Davis owner of Mr. Oliver's
met me at DFW airport and drove me (and another RV buyer who arrived
at DFW shortly before me) to Princeton. Since the other buyer was
already familiar with large RVs, Mr. Davis proceeded to finalize the
other buyer's deal while I was loaned Mr. Davis' personal car to go
to Walmart for some supplies and to grab a lunch.

We spent the next several hours going over the systems in the
Wanderlodge and making a final 'approval' inspection. Eventually we
commenced a test drive. We got about 1/2 mile when the "engine fire"
light and buzzer came on. After inspecting the engine ... and finding
no fire ... we proceeded with a slightly shorter test run. After a
telephone consultation with the service technician for Mr. Oliver's
(on his day off), we determined that the sensor next to the engine
compartment light on the left of the engine near the exhaust pipe had
been replaced, presumably with one of a too-low temperature value.
(The original was found to have a bent and corroded connection pin
and was replaced "from stock on hand" at Mr. Oliver's.) We
disconnected the sensor. I presume that this part can be ordered from
Bluebird ... or does anyone know of an alternative source?

Mr. Davis took me to dinner that evening ... and I spent my first
night in the Wanderlodge. The next morning (Sunday, 5/20), as I was
performing a pre-departure check, Mr. Davis appeared and assisted me.
I was on the road for Denver (where I would be stopping to help my
father-in-law with a business matter) by about 9:30 AM.

Observation: Mr. Oliver's has received some criticism on this forum
-- however, my experience was that every thing was as represented and
there were no problems or misunderstandings in the deal. I was
satisfied by the transaction and have no complaint about Paul Davis,
who was gracious and quite helpful in getting me on the road.

I should point out that this was my first time behind the wheel of
such a large vehicle in about 40 years (when I was certified through
18 wheelers in an Army Reserve unit).

My trip from Princeton, TX took me north on I-35 across Oklahoma and
into Kansas, then west on I-70 to Denver.

I spent my first night near Hays KS after an uneventful first day. I
was getting a feel for the beast. I soon put a piece of tape on the
dashboard to help me 'track' the lane markings so I could properly
position the coach in the lane. On that first night, I stayed in a
dumpy little RV park that I happened upon just as I was about to quit
for the day. Hooked up power and water, but didn't bother to level
the coach (the parking 'pad' was just gravel and I wasn't comfortable
with the support it might provide) or dump the gray/black tanks (they
were both less than 1/4 full).

On the second day, the weather was warm and I was running fairly fast
toward Denver (hardly any traffic) -- cruising around 70 much of the
time. The engine temp hovered around the top end of the "normal"
range (according to the manual a range of 180-220 degrees is normal,
if I recall correctly). Oil temp was up around 220 or so as well.
(Engine is a DD Series 60 with 470 HP.)

I arrived in Denver in mid-afternoon. The next morning (with the
engine cool), I needed to add about 1/2 gal of coolant mix and about
1-1/2 gal of oil (I like that air pressurized oil thing!) to get
things up to the mark. I assumed that the warm engine temps may have
caused some of the fluid losses.

After concluding my business in Denver, I took I-25 to Cheyenne and
would then continue on I-80 to the SF Bay Area.

I stopped for the night (5/24) at "Tex's RV Park" in Green River, WY.
I was given a pull through space in a new section of the park. Smooth
pavement but no grass and pathetic (recently planted) trees. A poorly
placed light pole gave me a challenge in getting into the space.
However, after a bit of back-and-forth I managed to get "the coach
formerly owned by George" into the spot with both body paint and
light pole untouched.

The next day was to be a long run from Green River, WY to Reno NV.
Stopped in Evanston WY to refuel (load up on the cheap fuel while I
can). Again, engine temps (both water and oil) hovered at the high-
end of the "normal" range.

After I got into Nevada, climbing over the several grades between
Wendover and Elko,(ambient temps about 90 degrees), I had to pull
off several times to let the engine cool down (it was way too close
to the overheat zone). On the upgrades, I slowed to 25 mph ... and
still the engine would heat way up. (The transmission fluid temp was
also 'up' but not a serious concern as it was reasonably in the safe
range.) Eventually I got the "check engine" light ... but I was able
to pull off and in a very short time the light went out as the temps
dropped back into the top of the "normal" range. After that, I
crawled up a couple more grades --- pulling off several more times as
necessary --- eventually, the road flattened out and the temps backed
off but tended to stay toward the top of the range.

Got into Reno as it approached 9 PM. (The dash board lighting is
really "something" in the dark.) Stayed in a _very_ nice RV park on
US395 north of Reno at "Bordertown Casino" Only $23 and change for
the night.

Next morning (Friday 5/26), I was dreading the Sierras after my
experience in eastern Nevada --- but (to my surprise) when I checked
the fluids both the oil and water were OK. In fact, the oil on the
dipstick was still just about 1/8 inch below the "f" mark as it had
been when I 'topped it off' in Denver. It was a cool, and slightly
overcast day. (High near 70-75.)

During the climb into the Sierras, the engine temp hovered just above
190 degrees and the oil temp was about the same. (I had the "fan
override" switch in the on position.) Didn't stop until I reached
Donner summit (where I stopped to eat lunch). During the 40 miles of
mostly downgrade, the temp still held at about 190. Even across the
Sacramento Valley, temps stayed right at 190 or so, even though the
outside temps were in the 80s. Made it home without incident. (Oil
and coolant levels remained OK.)

So, I suspect that the radiator needs to be steam cleaned --- Is
there anything others might add or suggest? Should I add an oil
cooler? Or is there something else that I might/should do to improve
the cooling in the engine?

I note that the radiator cover has 3 fasteners at the top edge. The
centers are thoroughly rusted -- but they look to have once been
allen wrench holes. I assume that these are some kind of quick twist
fastners --- As it looks like I'm going to have a struggle getting
these open, does anyone have experience replacing these? Would it
make sense to install a hinge and lock as on the opposite side of the
engine?

By the way, I tracked fuel use between 4.5 and 6.5 MPG with 1 to 3
roof ACs on with the generator operating. The 6.5 included the 40
mile downgrade from Donner summit with only 1 roof AC running. The
4.5 included many hours with the generator running while parked in
Denver.

Reminds me ... I generally had the generator running so I could run
the roof AC units to keep the coach comfortable. Two or three times
(I don't remember exactly) the generator would "cut out" and stop
generating power (the motor would continue to run) then after 30 or
60 seconds the power would come back on. Does anyone have any ideas
about what's going on with that?

I set up a 30 amp hookup at my house to keep up the batteries --- the
Link 2000 R controller is showing 13.5 volts last evening... I
actually have 30 amp 220 V available, but the "standard" 30 amp
hookup adapter, plug and extension cord (necessary with my location)
only have 110 V capability.

Any comments will be very much appreciated. Overall, I'm quite
pleased with the coach and it's condition is quite good --- although
we do plan some interior renovation and alteration to better fit our
lifestyle. Neighbors (with smaller RVs) are quite impressed. My wife
has (finally) decided that this will be an interesting adventure.


Pete Masterson
aeonix1@...
'95 WBDA 4203
"the coach formerly owned by George"
El Sobrante CA