Why the rebuilds?

[bubblerboy64]

Very good point Chuck. That perhaps explains at least partly why
diesels work well in the vehicles in which they work well. Over the
road trucks and buses and taxi cabs to mention a few. I have heard
some mention that there are down sides to the low sulpher fuels.
Perhaps you or others might speak to that subject. I really don't
know a thing about diesel fuel. Might be time to learn a bit on that
subject since the credit card shows I am buying my share. Aw the ole
first of the month bills.
John Heckman
central Pa
1973 FC





>
> 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@ 40yahoogroups.com>
> 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@ 40yahoogroups.com>
> 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]
> > >
> >
>
>
>
>
>
>
> [Non-text portions of this message have been removed]
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