Why the rebuilds?

[davidkerryedwards]

When I google 3208's I see similar comments. One fleet manager mentioned a lot
of head
gasket replacements.

Kerry
82 Fc 35
Denver

--- In WanderlodgeForum@yahoogroups.com, "Howard O. Truitt" wrote:
>
> Kerry,
> I was before retiring the senior partner and ceo of a food service company
here in
Georgia.
> We ran a fleet of refrigerated trucks powered with 3208 cats and we sure had
our
troubles. We did employ some very able mechinics to work on them in our garage.
> Howard
> 86 PT40
> Camilla, Ga.
>
> ----- Original Message -----
> From: davidkerryedwards
> To: WanderlodgeForum@yahoogroups.com
> Sent: Monday, September 03, 2007 1:03 PM
> Subject: [WanderlodgeForum] Re: Why the rebuilds?
>
>
> It would be interesting to know the comparative life spans of engines in bus
applications
> vs. engines in motorhome applications. With buses there is generally (at
least with
> schoolbuses), a mechanic who is responsible for their mechanical health.
There isn't
such
> a mechanic with most motorhomes, and many people who buy motorhomes are not
> themselves mechanics, meaning a problem which might be caught early and
fixed is
not
> as likely to be detected in a motorhome, particularly pushers where sounds
and smells
are
> a long way from the driver. Add to that the fact that people with enough $$
to buy
these
> coaches new, are of advanced age with sensory skills past their prime.
> My Fc had the engine replaced at 75k. Records show a rod went thru the
block. Don't
> know why, but those kinds of events usually give some kind of warning.
>
> Kerry
> 82 FC 35
> Denver
>
> --- In WanderlodgeForum@yahoogroups.com, "bingomaster05"
> wrote:
> >
> > I am new to your forum, and plan on purchasing a Wanderlodge within the
> > next two years. I feel that a used "Bird" is better than most new
> > coaches on the market. But here is the question: If a diesel engine is
> > capable of up to a million miles, why do so many units I have found
> > listed for sale have rebuilt engines? Most of these units have just
> > slightly over 100,000 miles. Is this mainly due to being poorly
> > maintained and general neglect, or the fact that they sit for extended
> > periods of time. I see units with about 100,000 miles and think they
> > are hardly broken in, yet they may need rebuilt, it will make it harder
> > to know what to choose. Thanks alot..this is a great site.
> >
> > Dan Thomas
> > PT 40 (soon)
> > Central PA
> >
>
>
>
>
>
>
>
----------------------------------------------------------------------------
--
>
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.476 / Virus Database: 269.12.10/977 - Release Date: 8/28/2007
4:29 PM
>
>
> [Non-text portions of this message have been removed]
>

[ronmarabito2002]

Howard: You are overlooking the fact that the trucks do not belong to
the drivers, thus they usually could care less about the maintenance
and the any warnings from the vehicle. If they run them into the
ground, it's no skin off their nose.

R.E. (Ron) Marabito, Dallas, tX 92WB40


--- In WanderlodgeForum@yahoogroups.com, "Howard O. Truitt"
wrote:
>
> Kerry,
> I was before retiring the senior partner and ceo of a food service
company here in Georgia.
> We ran a fleet of refrigerated trucks powered with 3208 cats and we
sure had our troubles. We did employ some very able mechinics to work
on them in our garage.
> Howard
> 86 PT40
> Camilla, Ga.
>
> ----- Original Message -----
> From: davidkerryedwards
> To: WanderlodgeForum@yahoogroups.com
> Sent: Monday, September 03, 2007 1:03 PM
> Subject: [WanderlodgeForum] Re: Why the rebuilds?
>
>
> It would be interesting to know the comparative life spans of
engines in bus applications
> vs. engines in motorhome applications. With buses there is
generally (at least with
> schoolbuses), a mechanic who is responsible for their mechanical
health. There isn't such
> a mechanic with most motorhomes, and many people who buy
motorhomes are not
> themselves mechanics, meaning a problem which might be caught
early and fixed is not
> as likely to be detected in a motorhome, particularly pushers
where sounds and smells are
> a long way from the driver. Add to that the fact that people with
enough $$ to buy these
> coaches new, are of advanced age with sensory skills past their
prime.
> My Fc had the engine replaced at 75k. Records show a rod went thru
the block. Don't
> know why, but those kinds of events usually give some kind of warning.
>
> Kerry
> 82 FC 35
> Denver
>
> --- In WanderlodgeForum@yahoogroups.com, "bingomaster05"

> wrote:
> >
> > I am new to your forum, and plan on purchasing a Wanderlodge
within the
> > next two years. I feel that a used "Bird" is better than most new
> > coaches on the market. But here is the question: If a diesel
engine is
> > capable of up to a million miles, why do so many units I have found
> > listed for sale have rebuilt engines? Most of these units have just
> > slightly over 100,000 miles. Is this mainly due to being poorly
> > maintained and general neglect, or the fact that they sit for
extended
> > periods of time. I see units with about 100,000 miles and think
they
> > are hardly broken in, yet they may need rebuilt, it will make it
harder
> > to know what to choose. Thanks alot..this is a great site.
> >
> > Dan Thomas
> > PT 40 (soon)
> > Central PA
> >
>
>
>
>
>
>
>
------------------------------------------------------------------------------
>
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.476 / Virus Database: 269.12.10/977 - Release Date:
8/28/2007 4:29 PM
>
>
> [Non-text portions of this message have been removed]
>

[brad barton]

Very useful forum on engine cleaning and overheating.
I'll put a 50% solution of detergent in a pump up sprayer, spray down all the
greasy surfaces and the radiator, then spray off with the hose nozzle. At the
Newell factory, they turn their pressure sprayer down on low to do the engine
compartment and radiator..very gentle with the cooling fins.
As someone who likes to wash the coach on the road, it's hard to find truckwash
bays that don't have extreme pressure on the trigger. I know fiberglass coach
owners have ruined their decals and pinstripes with pressure sprayers. Brad
Barton 00LXiDFWbbartonwx@...







_________________________________________________________________
Explore the seven wonders of the world
http://search.msn.com/results.aspx?q=7+wonders+world&mkt=en-US&form=QBRE

[Non-text portions of this message have been removed]

[Steve Pfiffner]

Ron said:

Howard: You are overlooking the fact that the trucks do not belong to
the drivers, thus they usually could care less about the maintenance
and the any warnings from the vehicle. If they run them into the
ground, it's no skin off their nose.

R.E. (Ron) Marabito, Dallas, tX 92WB40


Ron,

I spent my entire working life in the welding supply business
operating medium and
heavy duty trucks. I did not find the above to be true at all. Because
of the pay rates
it was largely ignorance not a lack of caring, even low wage workers
understood
the trucks earned our daily bread.

Steve
Wannabee

[whistles_n_bells]

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]

[Howard O. Truitt]

Ron,
I understand your comments. My partner was the shop manager, head mechanic and
supervisor over the drivers. We assigned a driver to a truck and he had to
answer for the truck.
Howard

----- Original Message -----
From: ronmarabito2002
To: WanderlodgeForum@yahoogroups.com
Sent: Monday, September 03, 2007 10:00 PM
Subject: [WanderlodgeForum] Re: Why the rebuilds?


Howard: You are overlooking the fact that the trucks do not belong to
the drivers, thus they usually could care less about the maintenance
and the any warnings from the vehicle. If they run them into the
ground, it's no skin off their nose.

R.E. (Ron) Marabito, Dallas, tX 92WB40

--- In WanderlodgeForum@yahoogroups.com, "Howard O. Truitt"
wrote:
>
> Kerry,
> I was before retiring the senior partner and ceo of a food service
company here in Georgia.
> We ran a fleet of refrigerated trucks powered with 3208 cats and we
sure had our troubles. We did employ some very able mechinics to work
on them in our garage.
> Howard
> 86 PT40
> Camilla, Ga.
>
> ----- Original Message -----
> From: davidkerryedwards
> To: WanderlodgeForum@yahoogroups.com
> Sent: Monday, September 03, 2007 1:03 PM
> Subject: [WanderlodgeForum] Re: Why the rebuilds?
>
>
> It would be interesting to know the comparative life spans of
engines in bus applications
> vs. engines in motorhome applications. With buses there is
generally (at least with
> schoolbuses), a mechanic who is responsible for their mechanical
health. There isn't such
> a mechanic with most motorhomes, and many people who buy
motorhomes are not
> themselves mechanics, meaning a problem which might be caught
early and fixed is not
> as likely to be detected in a motorhome, particularly pushers
where sounds and smells are
> a long way from the driver. Add to that the fact that people with
enough $$ to buy these
> coaches new, are of advanced age with sensory skills past their
prime.
> My Fc had the engine replaced at 75k. Records show a rod went thru
the block. Don't
> know why, but those kinds of events usually give some kind of warning.
>
> Kerry
> 82 FC 35
> Denver
>
> --- In WanderlodgeForum@yahoogroups.com, "bingomaster05"

> wrote:
> >
> > I am new to your forum, and plan on purchasing a Wanderlodge
within the
> > next two years. I feel that a used "Bird" is better than most new
> > coaches on the market. But here is the question: If a diesel
engine is
> > capable of up to a million miles, why do so many units I have found
> > listed for sale have rebuilt engines? Most of these units have just
> > slightly over 100,000 miles. Is this mainly due to being poorly
> > maintained and general neglect, or the fact that they sit for
extended
> > periods of time. I see units with about 100,000 miles and think
they
> > are hardly broken in, yet they may need rebuilt, it will make it
harder
> > to know what to choose. Thanks alot..this is a great site.
> >
> > Dan Thomas
> > PT 40 (soon)
> > Central PA
> >
>
>
>
>
>
>
>
----------------------------------------------------------
>
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.476 / Virus Database: 269.12.10/977 - Release Date:
8/28/2007 4:29 PM
>
>
> [Non-text portions of this message have been removed]
>






------------------------------------------------------------------------------


No virus found in this incoming message.
Checked by AVG Free Edition.
Version: 7.5.476 / Virus Database: 269.12.10/977 - Release Date: 8/28/2007
4:29 PM


[Non-text portions of this message have been removed]

[mbulriss]

--- 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]
>

[bubblerboy64]

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]
> >
>

[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]
> >
>






[Non-text portions of this message have been removed]

[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]
>