Why the rebuilds?

[Chuck Wheeler]

One thing that leads to the shorter life of diesels in a RV is the sulfur in
the fuel. During the combustion cycle there is some sulfuric acid produced.
Then the RV is parked for extended periods of time and condensation develops
because of temperature changes. Now you have sulfuric acid and H2O eating
at your bearings and anything else that the oil is in contact with. OTR
rigs due not usually have this problem because they are run daily for hours
and the very little condensation is formed and what is is evaporated due to
the heat. This is one of the reasons that it is recommended to change the
oil before any extended storage. This may be one benefit of ULSD, but I
still have the oil changed if I know that our BB will not be driven for
awhile.
- Chuck Wheeler-
FC 31SB Fort Worth TX


_____

From: WanderlodgeForum@yahoogroups.com
[mailto:WanderlodgeForum@yahoogroups.com] On Behalf Of bubblerboy64
Sent: Tuesday, September 04, 2007 10:03 AM
To: WanderlodgeForum@yahoogroups.com
Subject: [WanderlodgeForum] Re: Why the rebuilds?



I think others have covered this subject very well and I likely don't
have much factual information to add (none actually)only to say I
feel the pain with this thread. I have owned a bunch of diesel
engined vehicles and contrary to what seems to be a commonly held
believe diesels are not superior to gas engines. I held that option
and I now feel they are, shall we say necessary. Possibly necessary
evils might even be applied. Evil because when they are working well
they are wonderful but when they fail they are costly creatures to
fix. My experience has been that the fuel savings are almost always
balanced by increase repair and maintenance expenses. But what can be
done? These big vehicles require diesel engines. Others have
suggested what can be done to reduce the chances of failures but they
happen. Some of the best advice I was given was to set a side funds
for the expected (not unexpected) repairs and I am trying to do two
things. Save that money and mentally prepare myself so that I am not
an emotional wreck when it happens. We know a couple things. The
3208 Cat is not the finest engine ever built. We also know not to
overheat any engine, and that good maintenance is mandatory. Most
all the other to does and not to does have been covered. My point is
simple it you "get into" this you have to have realistic
expectations. I paid approximately 20K for my BB. I have my fingers
crossed but I know that if the generator, engine and trans all failed
I'd have every bite the price of the MH in repairs and likely a lot
more. This is the reality of playing the game we play. Would buying
a new "cheap" MH for lets say $150K give you better service and make
a guy "feel" better. For some obviously it would. In the end you
pays your money and you takes your chances. Better to know the truth
before you stick your feet into the water of ole BB MH's. That all
being said. I wish all of us the best of possible luck and enjoy the
freedom and fun and try to be realistic and not worry about the
negatives. Nothing comes cheap and especially not MH's and boats.

John Heckman
central Pa
1973 FC converted to Cat 3208
>
> --- In WanderlodgeForum@
yahoogroups.com, "whistles_n_bells"
> wrote:
> > Hope you don't mind the post - I'm still a Wannabe - but
> > fortunate enough to still have the opportunity to "run."
>
> Joe/Pappy,
>
> Mind the post? Shoot I always pay attention to the voice of
> experience. Post away. Your professional driving experiences help
us
> all be better owner/operators. That's what we're here for - to
learn
> from one another.
>
> Mike Bulriss
> 1991 WB40 "Texas Minivan"
> San Antonio, TX
>
> --- In WanderlodgeForum@
yahoogroups.com, "whistles_n_bells"
> wrote:
> >
> >
> > I suppose one could compare the operation of a bus type
motorhome -
> > Wanderlodge, Newell, Prevost - with the operation of our own
bodies.
> > It takes good preventive maintenance and "smart running" and the
> > obligatory physicals.
> >
> >
> > If we sit around for a bit, then try to go out and run or do some
> > strenuous exercise without a good warm-up period, we are going
to be
> > huffing and puffing for a while - hopefully not causing any
damage.
> >
> >
> > All the working systems in the Birds - and some SOBs - are
complex
> > and well engineered. Constant care is mandatory if longevity is
to be
> > achieved. I have a neighbor who owns an Alpine (Western RV) with
a 400
> > HP Cummins and Allison six-speed; however, it sits for months at
a time
> > - it receives little "exercise" It's veins (waters
> > lines) suffer sitting idle, as do it's "lungs" (air systems
> > including dryer) also do not get to flex - fittings, seals, plugs
> > etc. Of course it's heart - that CAT, DD or Cummins - will suffer
a
> > form of congestive heart failure from not running frequently.
Yes, tires
> > need to flex continuously for a long and productive life. The man
has
> > continuous problems with his coach - he doesn't run it enough. I
> > have suggested that he take it out on the Interstate and run it
for an
> > hour once a week to let it stretch it's legs and breath.
> >
> >
> > During my many years OTR, taking care of my equipment was (is)
> > paramount. Although I did not (do not) perform major maintenance
> > functions, being aware of the condition of my equipment is part of
> > survival on the road. I was fortunate that I started fleet
driving in
> > the fifties, we did not have cell phones, CB radios and the other
> > conveniences of communication that we enjoy today. When I left a
> > terminal on the start of a 400 mile trip, that coach had to be
> > up-to-snuff. It's no fun being broken down with 4o or so
passengers
> > in the middle of nowhere - particularly in cold weather. As
drivers,
> > we were sure to write-up mechanical discrepancies - and followed-
up
> > on corrective action by our mechanics. Those habits stuck. The
buses I
> > drive typically go anywhere from 300,000 to 500,000 miles between
> > rebuilds on the M11 Cummins - if they are run according to book,
and
> > depending upon the experience level of the drivers - and their
> > compliance with operating procedures - and competent mechanics. We
> > do a lot of mountain driving, more two-lane roads than
Interstates.
> > Keeps me young.
> >
> >
> > Granted, there are so many variables that come into play with
each coach
> > - location, type of driving conditions (flat running, mountains),
> > weather, climate, storage, etc.
> >
> >
> > Hope you don't mind the post - I'm still a Wannabe - but
> > fortunate enough to still have the opportunity to "run."
> >
> >
> > Joe (Pappy) Hagan
> > St. George, UT
> > (Wannabe)
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > [Non-text portions of this message have been removed]
> >
>






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