Hendersons Line Up

[Pete Masterson]

Just got back from visiting Henderson's Line Up -- a wheel alignment
service specializing in RVs that also manufactures the SuperSteer
product line that upgrades RV suspension components.

My coach had a pull to the right that didn't seem normal -- and I'd
developed a considerable shake in the front end that felt like badly
balanced tires.

After a test drive and inspection these problems were found:

1. The Blue Ox True Center steering control unit, installed by the
previous owner, was bent and jammed -- accounting for the pull to the
right. Henderson's commented that this unit had been recalled. I now
realize that it wasn't working from before I took delivery of the
coach. Mr. Oliver's (the dealer) wasn't familiar with the system and
had commented that "it didn't seem like it did much."

2. The drag link tie rod end was worn causing significant play in the
steering system.

3. The left front tire was out-of-round -- due to abnormal wear
caused by the damaged/worn components, a serious flat spot had
developed. I had to buy a new tire. (A Les Schawb Tire Store is
nearby their location.)

4. The left, front upper shock mount had cracked and slightly pulled
away from the frame.

Due to scheduling and the need for parts to be shipped in,
Henderson's removed the True Center device and I got a new tire. I
then drove on to Junction City Oregon where I had an appointment for
installation of a desk by Davis Cabinets.

During this approximately 300 mile round trip, I noted significant
improvement in the handling of the coach with the damaged True Center
device removed. However, there was some "wander" in the Wanderlodge
movement down the highway.

Upon return to Hendersons they:

1. Aligned the wheels. I discovered a significant out-of-alignment
situation that would have quickly ruined another tire if it wasn't
corrected.

2. Installed the Safe-T-Plus steering control with remote trim
adjustment system.

3. Welded the shock mount back in it's proper place.

4. Replaced the entire drag link (including tie rod connections at
both ends). Initially, only the lower end of the drag link was to be
replaced... however, it was not possible to remove the old end from
the link without risking damage -- so it was decided to simply
replace the whole thing.

5. As part of their service, they weighed my coach. Interestingly,
there is a 2500 lb difference side to side at the rear axles.
Apparently, this is simply a design issue -- and probably an issue
with the diagonal/side aisle floor plan. While all major (heavy)
components appear to be mounted on/near the coach centerline, it's
obvious that _something_ is not fully counterbalanced. (The personal
items in the coach were randomly distributed and should have, if
anything, reduced the difference.) The technician, using weight and
inflation charts for my tires came up with an alternate set of tire
pressures (and adjusted them) that reflect the actual loading. It was
significantly different than that suggested by Blue Bird. BB
suggested F-115, D-110, T-90 and the new values are F-90, D-115,
T-100 on the light side with T-120 on the heavy side. In retrospect,
this 2500 lb difference is not a highly significant amount
considering the overall 47,250 lbs. weight of the coach at the time
it was weighed. (Fuel 2/3 full, fresh water 3/4 full, black/gray
tanks empty.) I note that the only item that falls completely on the
heavy side is the fresh water tank, but it weighs a maximum of about
1000 lbs. I also note that there is considerable remaining capacity
as the GVWR of my coach is 52,500 lbs.

6. The technician was unable to tighten the end of the steering gear
(at the bottom of the steering wheel shaft) because BB had wrapped an
incredible amount of wiring across the area and it was impossible to
reach the necessary components without risk of disrupting the wiring.
If there is an actual need for this, it's a relatively minor aspect
of the project.

Results: In a test drive and in the 400 mile trip back home, the
handling of the coach felt much better than it had before -- it was
hard to believe that it was the same vehicle. The deterioration of
the ride had been gradual, so it was a surprise to realize how really
bad it had gotten.

We discussed installation of the SuperSteer Motion Control Units -- a
device that attaches to each of the air bags to help with sway or
bounce in the suspension. (I deferred installation for "later.")
However, during the 'after' test drive, the technician admitted that
motion control units would only marginally improve the handling of my
coach. (Keep in mind, this is the 95, 42 foot model -- it might offer
a greater improvement on other models.)

All in all, I was highly satisfied with the products and services
that Henderson's provided. While the process took a bit longer than
anticipated, I can't fault them as it was primarily due to the need
to obtain parts once the specific problems were determined. At no
time did I feel that I was given a 'hard sell' nor did they talk me
into buying unnecessary services. (For example, they might have sold
me shock absorbers, but, instead, they simply cranked an extra 'turn'
into the adjustable Koni shocks on the coach.)

One final observation -- even with the improved steering/suspension,
many of California's freeways are still in sad shape and will shake
the bejebers out of you...

Pete Masterson
'95 Blue Bird Wanderlodge WBDA 42
El Sobrante CA
aeonix1@...





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

[brad barton]

Very useful information Pete. That will all go in the Blue Bird file. Thanks.
Brad Barton 00LXiDFWbbartonwx@...



_________________________________________________________________
Capture your memories in an online journal!
http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us

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

[Jack and Liz Pearce]

--- In WanderlodgeForum@yahoogroups.com, Pete Masterson
wrote:
>
> Just got back from visiting Henderson's Line Up -- a wheel alignment
> service specializing in RVs that also manufactures the SuperSteer
> product line that upgrades RV suspension components.
>

Very interesting report, Pete. Thank you so much for posting this
message. Gives me food for thought and I will put the info in my
personal Wanderlodge Fixes file.

Thanks again,
Regards,
Jack and Liz Pearce
Fulltiming in a 1993 Wanderlodge WB40

Currently in Buena Vista,CO

[bumpersbird]

Hi Pete,

I had just about the problems when I got my PT-42. Cracked shock
mount, pulled to the right, drag linkworn out, all the tie ends worn
out, and a binding steersafe. My BB guy told me that was common with
the 42's. If your coach is like mine it drives a whole lot better.
Mine still is very senitive to steering wheel input. The only cure
I've found is kinda like in baseball, choke up on the wheel. I drive
with the spokes on the steering wheel about half way between the
wheel and the horn for most highway driving less input, less motion,
better control, you'll be surprised at how well she will track. One
word of caution I have a tendency to drop my thumb into the cutout on
the spokes of the steering wheel. Not a good idea especially if the
wheel spins around or jerks hard to one side or the other.

Newest PT 42 problem: Air cylinder for left rear drive axel brake
fell off this morning. Caught that mess a little late. I backed over
it! The only good news is it happened in my driveway and not on the
road.

Kurt Horvath
bumperbird
'95 PT-42 WLWB
Indulgence

--- In WanderlodgeForum@yahoogroups.com, Pete Masterson
wrote:
>
> Just got back from visiting Henderson's Line Up -- a wheel
alignment
> service specializing in RVs that also manufactures the SuperSteer
> product line that upgrades RV suspension components.
>
> My coach had a pull to the right that didn't seem normal -- and
I'd
> developed a considerable shake in the front end that felt like
badly
> balanced tires.
>
> After a test drive and inspection these problems were found:
>
> 1. The Blue Ox True Center steering control unit, installed by the
> previous owner, was bent and jammed -- accounting for the pull to
the
> right. Henderson's commented that this unit had been recalled. I
now
> realize that it wasn't working from before I took delivery of the
> coach. Mr. Oliver's (the dealer) wasn't familiar with the system
and
> had commented that "it didn't seem like it did much."
>
> 2. The drag link tie rod end was worn causing significant play in
the
> steering system.
>
> 3. The left front tire was out-of-round -- due to abnormal wear
> caused by the damaged/worn components, a serious flat spot had
> developed. I had to buy a new tire. (A Les Schawb Tire Store is
> nearby their location.)
>
> 4. The left, front upper shock mount had cracked and slightly
pulled
> away from the frame.
>
> Due to scheduling and the need for parts to be shipped in,
> Henderson's removed the True Center device and I got a new tire. I
> then drove on to Junction City Oregon where I had an appointment
for
> installation of a desk by Davis Cabinets.
>
> During this approximately 300 mile round trip, I noted significant
> improvement in the handling of the coach with the damaged True
Center
> device removed. However, there was some "wander" in the
Wanderlodge
> movement down the highway.
>
> Upon return to Hendersons they:
>
> 1. Aligned the wheels. I discovered a significant out-of-alignment
> situation that would have quickly ruined another tire if it wasn't
> corrected.
>
> 2. Installed the Safe-T-Plus steering control with remote trim
> adjustment system.
>
> 3. Welded the shock mount back in it's proper place.
>
> 4. Replaced the entire drag link (including tie rod connections at
> both ends). Initially, only the lower end of the drag link was to
be
> replaced... however, it was not possible to remove the old end
from
> the link without risking damage -- so it was decided to simply
> replace the whole thing.
>
> 5. As part of their service, they weighed my coach. Interestingly,
> there is a 2500 lb difference side to side at the rear axles.
> Apparently, this is simply a design issue -- and probably an issue
> with the diagonal/side aisle floor plan. While all major (heavy)
> components appear to be mounted on/near the coach centerline, it's
> obvious that _something_ is not fully counterbalanced. (The
personal
> items in the coach were randomly distributed and should have, if
> anything, reduced the difference.) The technician, using weight
and
> inflation charts for my tires came up with an alternate set of
tire
> pressures (and adjusted them) that reflect the actual loading. It
was
> significantly different than that suggested by Blue Bird. BB
> suggested F-115, D-110, T-90 and the new values are F-90, D-115,
> T-100 on the light side with T-120 on the heavy side. In
retrospect,
> this 2500 lb difference is not a highly significant amount
> considering the overall 47,250 lbs. weight of the coach at the
time
> it was weighed. (Fuel 2/3 full, fresh water 3/4 full, black/gray
> tanks empty.) I note that the only item that falls completely on
the
> heavy side is the fresh water tank, but it weighs a maximum of
about
> 1000 lbs. I also note that there is considerable remaining
capacity
> as the GVWR of my coach is 52,500 lbs.
>
> 6. The technician was unable to tighten the end of the steering
gear
> (at the bottom of the steering wheel shaft) because BB had wrapped
an
> incredible amount of wiring across the area and it was impossible
to
> reach the necessary components without risk of disrupting the
wiring.
> If there is an actual need for this, it's a relatively minor
aspect
> of the project.
>
> Results: In a test drive and in the 400 mile trip back home, the
> handling of the coach felt much better than it had before -- it
was
> hard to believe that it was the same vehicle. The deterioration of
> the ride had been gradual, so it was a surprise to realize how
really
> bad it had gotten.
>
> We discussed installation of the SuperSteer Motion Control Units --
a
> device that attaches to each of the air bags to help with sway or
> bounce in the suspension. (I deferred installation for "later.")
> However, during the 'after' test drive, the technician admitted
that
> motion control units would only marginally improve the handling of
my
> coach. (Keep in mind, this is the 95, 42 foot model -- it might
offer
> a greater improvement on other models.)
>
> All in all, I was highly satisfied with the products and services
> that Henderson's provided. While the process took a bit longer
than
> anticipated, I can't fault them as it was primarily due to the
need
> to obtain parts once the specific problems were determined. At no
> time did I feel that I was given a 'hard sell' nor did they talk
me
> into buying unnecessary services. (For example, they might have
sold
> me shock absorbers, but, instead, they simply cranked an
extra 'turn'
> into the adjustable Koni shocks on the coach.)
>
> One final observation -- even with the improved
steering/suspension,
> many of California's freeways are still in sad shape and will
shake
> the bejebers out of you...
>
> Pete Masterson
> '95 Blue Bird Wanderlodge WBDA 42
> El Sobrante CA
> aeonix1@...
>
>
>
>
>
> [Non-text portions of this message have been removed]
>

[David Brady]

Kurt,

Cracking shock mounts have me a bit concerned. How many
miles are on your coach? Have you checked the ride height?
Have you checked to see if the shocks are bottoming before
the airbag bump stops?

Thanks,
David Brady
'02 LXi, NC

bumpersbird wrote:
>
> Hi Pete,
>
> I had just about the problems when I got my PT-42. Cracked shock
> mount, pulled to the right, drag linkworn out, all the tie ends worn
> out, and a binding steersafe. My BB guy told me that was common with
> the 42's. If your coach is like mine it drives a whole lot better.
> Mine still is very senitive to steering wheel input. The only cure
> I've found is kinda like in baseball, choke up on the wheel. I drive
> with the spokes on the steering wheel about half way between the
> wheel and the horn for most highway driving less input, less motion,
> better control, you'll be surprised at how well she will track. One
> word of caution I have a tendency to drop my thumb into the cutout on
> the spokes of the steering wheel. Not a good idea especially if the
> wheel spins around or jerks hard to one side or the other.
>
> Newest PT 42 problem: Air cylinder for left rear drive axel brake
> fell off this morning. Caught that mess a little late. I backed over
> it! The only good news is it happened in my driveway and not on the
> road.
>
> Kurt Horvath
> bumperbird
> '95 PT-42 WLWB
> Indulgence
>
> --- In WanderlodgeForum@yahoogroups.com
> , Pete Masterson
> wrote:
> >
> > Just got back from visiting Henderson's Line Up -- a wheel
> alignment
> > service specializing in RVs that also manufactures the SuperSteer
> > product line that upgrades RV suspension components.
> >
> > My coach had a pull to the right that didn't seem normal -- and
> I'd
> > developed a considerable shake in the front end that felt like
> badly
> > balanced tires.
> >
> > After a test drive and inspection these problems were found:
> >
> > 1. The Blue Ox True Center steering control unit, installed by the
> > previous owner, was bent and jammed -- accounting for the pull to
> the
> > right. Henderson's commented that this unit had been recalled. I
> now
> > realize that it wasn't working from before I took delivery of the
> > coach. Mr. Oliver's (the dealer) wasn't familiar with the system
> and
> > had commented that "it didn't seem like it did much."
> >
> > 2. The drag link tie rod end was worn causing significant play in
> the
> > steering system.
> >
> > 3. The left front tire was out-of-round -- due to abnormal wear
> > caused by the damaged/worn components, a serious flat spot had
> > developed. I had to buy a new tire. (A Les Schawb Tire Store is
> > nearby their location.)
> >
> > 4. The left, front upper shock mount had cracked and slightly
> pulled
> > away from the frame.
> >
> > Due to scheduling and the need for parts to be shipped in,
> > Henderson's removed the True Center device and I got a new tire. I
> > then drove on to Junction City Oregon where I had an appointment
> for
> > installation of a desk by Davis Cabinets.
> >
> > During this approximately 300 mile round trip, I noted significant
> > improvement in the handling of the coach with the damaged True
> Center
> > device removed. However, there was some "wander" in the
> Wanderlodge
> > movement down the highway.
> >
> > Upon return to Hendersons they:
> >
> > 1. Aligned the wheels. I discovered a significant out-of-alignment
> > situation that would have quickly ruined another tire if it wasn't
> > corrected.
> >
> > 2. Installed the Safe-T-Plus steering control with remote trim
> > adjustment system.
> >
> > 3. Welded the shock mount back in it's proper place.
> >
> > 4. Replaced the entire drag link (including tie rod connections at
> > both ends). Initially, only the lower end of the drag link was to
> be
> > replaced... however, it was not possible to remove the old end
> from
> > the link without risking damage -- so it was decided to simply
> > replace the whole thing.
> >
> > 5. As part of their service, they weighed my coach. Interestingly,
> > there is a 2500 lb difference side to side at the rear axles.
> > Apparently, this is simply a design issue -- and probably an issue
> > with the diagonal/side aisle floor plan. While all major (heavy)
> > components appear to be mounted on/near the coach centerline, it's
> > obvious that _something_ is not fully counterbalanced. (The
> personal
> > items in the coach were randomly distributed and should have, if
> > anything, reduced the difference.) The technician, using weight
> and
> > inflation charts for my tires came up with an alternate set of
> tire
> > pressures (and adjusted them) that reflect the actual loading. It
> was
> > significantly different than that suggested by Blue Bird. BB
> > suggested F-115, D-110, T-90 and the new values are F-90, D-115,
> > T-100 on the light side with T-120 on the heavy side. In
> retrospect,
> > this 2500 lb difference is not a highly significant amount
> > considering the overall 47,250 lbs. weight of the coach at the
> time
> > it was weighed. (Fuel 2/3 full, fresh water 3/4 full, black/gray
> > tanks empty.) I note that the only item that falls completely on
> the
> > heavy side is the fresh water tank, but it weighs a maximum of
> about
> > 1000 lbs. I also note that there is considerable remaining
> capacity
> > as the GVWR of my coach is 52,500 lbs.
> >
> > 6. The technician was unable to tighten the end of the steering
> gear
> > (at the bottom of the steering wheel shaft) because BB had wrapped
> an
> > incredible amount of wiring across the area and it was impossible
> to
> > reach the necessary components without risk of disrupting the
> wiring.
> > If there is an actual need for this, it's a relatively minor
> aspect
> > of the project.
> >
> > Results: In a test drive and in the 400 mile trip back home, the
> > handling of the coach felt much better than it had before -- it
> was
> > hard to believe that it was the same vehicle. The deterioration of
> > the ride had been gradual, so it was a surprise to realize how
> really
> > bad it had gotten.
> >
> > We discussed installation of the SuperSteer Motion Control Units --
> a
> > device that attaches to each of the air bags to help with sway or
> > bounce in the suspension. (I deferred installation for "later.")
> > However, during the 'after' test drive, the technician admitted
> that
> > motion control units would only marginally improve the handling of
> my
> > coach. (Keep in mind, this is the 95, 42 foot model -- it might
> offer
> > a greater improvement on other models.)
> >
> > All in all, I was highly satisfied with the products and services
> > that Henderson's provided. While the process took a bit longer
> than
> > anticipated, I can't fault them as it was primarily due to the
> need
> > to obtain parts once the specific problems were determined. At no
> > time did I feel that I was given a 'hard sell' nor did they talk
> me
> > into buying unnecessary services. (For example, they might have
> sold
> > me shock absorbers, but, instead, they simply cranked an
> extra 'turn'
> > into the adjustable Koni shocks on the coach.)
> >
> > One final observation -- even with the improved
> steering/suspension,
> > many of California's freeways are still in sad shape and will
> shake
> > the bejebers out of you...
> >
> > Pete Masterson
> > '95 Blue Bird Wanderlodge WBDA 42
> > El Sobrante CA
> > aeonix1@...
> >
> >
> >
> >
> >
> > [Non-text portions of this message have been removed]
> >
>
>
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[Non-text portions of this message have been removed]

[Pete Masterson]

One (left front) shock mount was cracked. The coach has about 130,000
miles. Henderson's checked the other factors and determined that the
shocks did not need to be replaced.

The pull to the right was due to the True Center system that was bent
and jammed. Once it was removed and the new tire installed, to
replace the out-of-round one, (before the other repairs could be made
due to waiting for parts), I drove 300 miles round trip to another
vendor for installation of a computer desk that was scheduled. Upon
return to Hendersons, the other work was done.

During the 300 mile trip, the coach handled "100% better" than it had
since I originally took delivery. There was only a hint of 'wander'
that I attribute to (probably) the worn drag link end. After the new
drag link and Safe-T-Plus were installed, the wander was eliminated.
I can remove my hand from the wheel (briefly) and the coach will
(now) track straight down the highway (as most vehicles will).

I don't find the coach to be overly sensitive to steering input --
I've also learned to give the system time to respond to inputs and
this may be a reflection of my steering technique based on my
experience with other vehicles over the years. I don't have the
"thumb habit" you mention. Hopefully the Safe-T-Plus will moderate
any sudden wheel jerks due to uneven pavement or pot holes...(that's
the idea, anyway...)

Loss of the air cylinder is a thrill... of course you drove over it.
That's par for the course!
===============================================
Pete Masterson, Author of
Book Design and Production: A Guide for Authors and Publishers
Aeonix1@...
Aeonix Publishing Group http://www.aeonix.com
===============================================


On Sep 17, 2007, at 10:29 AM, David Brady wrote:

> Kurt,
>
> Cracking shock mounts have me a bit concerned. How many
> miles are on your coach? Have you checked the ride height?
> Have you checked to see if the shocks are bottoming before
> the airbag bump stops?
>
> Thanks,
> David Brady
> '02 LXi, NC
>
> bumpersbird wrote:
>>
>> Hi Pete,
>>
>> I had just about the problems when I got my PT-42. Cracked shock
>> mount, pulled to the right, drag linkworn out, all the tie ends worn
>> out, and a binding steersafe. My BB guy told me that was common with
>> the 42's. If your coach is like mine it drives a whole lot better.
>> Mine still is very senitive to steering wheel input. The only cure
>> I've found is kinda like in baseball, choke up on the wheel. I drive
>> with the spokes on the steering wheel about half way between the
>> wheel and the horn for most highway driving less input, less motion,
>> better control, you'll be surprised at how well she will track. One
>> word of caution I have a tendency to drop my thumb into the cutout on
>> the spokes of the steering wheel. Not a good idea especially if the
>> wheel spins around or jerks hard to one side or the other.
>>
>> Newest PT 42 problem: Air cylinder for left rear drive axel brake
>> fell off this morning. Caught that mess a little late. I backed over
>> it! The only good news is it happened in my driveway and not on the
>> road.
>>
>> Kurt Horvath
>> bumperbird
>> '95 PT-42 WLWB
>> Indulgence
>>
>> --- In WanderlodgeForum@yahoogroups.com
>> , Pete Masterson
>>
>> wrote:
>>>
>>> Just got back from visiting Henderson's Line Up -- a wheel
>> alignment
>>> service specializing in RVs that also manufactures the SuperSteer
>>> product line that upgrades RV suspension components.
>>>
>>> My coach had a pull to the right that didn't seem normal -- and
>> I'd
>>> developed a considerable shake in the front end that felt like
>> badly
>>> balanced tires.
>>>
>>> After a test drive and inspection these problems were found:
>>>
>>> 1. The Blue Ox True Center steering control unit, installed by the
>>> previous owner, was bent and jammed -- accounting for the pull to
>> the
>>> right. Henderson's commented that this unit had been recalled. I
>> now
>>> realize that it wasn't working from before I took delivery of the
>>> coach. Mr. Oliver's (the dealer) wasn't familiar with the system
>> and
>>> had commented that "it didn't seem like it did much."
>>>
>>> 2. The drag link tie rod end was worn causing significant play in
>> the
>>> steering system.
>>>
>>> 3. The left front tire was out-of-round -- due to abnormal wear
>>> caused by the damaged/worn components, a serious flat spot had
>>> developed. I had to buy a new tire. (A Les Schawb Tire Store is
>>> nearby their location.)
>>>
>>> 4. The left, front upper shock mount had cracked and slightly
>> pulled
>>> away from the frame.
>>>
>>> Due to scheduling and the need for parts to be shipped in,
>>> Henderson's removed the True Center device and I got a new tire. I
>>> then drove on to Junction City Oregon where I had an appointment
>> for
>>> installation of a desk by Davis Cabinets.
>>>
>>> During this approximately 300 mile round trip, I noted significant
>>> improvement in the handling of the coach with the damaged True
>> Center
>>> device removed. However, there was some "wander" in the
>> Wanderlodge
>>> movement down the highway.
>>>
>>> Upon return to Hendersons they:
>>>
>>> 1. Aligned the wheels. I discovered a significant out-of-alignment
>>> situation that would have quickly ruined another tire if it wasn't
>>> corrected.
>>>
>>> 2. Installed the Safe-T-Plus steering control with remote trim
>>> adjustment system.
>>>
>>> 3. Welded the shock mount back in it's proper place.
>>>
>>> 4. Replaced the entire drag link (including tie rod connections at
>>> both ends). Initially, only the lower end of the drag link was to
>> be
>>> replaced... however, it was not possible to remove the old end
>> from
>>> the link without risking damage -- so it was decided to simply
>>> replace the whole thing.
>>>
>>> 5. As part of their service, they weighed my coach. Interestingly,
>>> there is a 2500 lb difference side to side at the rear axles.
>>> Apparently, this is simply a design issue -- and probably an issue
>>> with the diagonal/side aisle floor plan. While all major (heavy)
>>> components appear to be mounted on/near the coach centerline, it's
>>> obvious that _something_ is not fully counterbalanced. (The
>> personal
>>> items in the coach were randomly distributed and should have, if
>>> anything, reduced the difference.) The technician, using weight
>> and
>>> inflation charts for my tires came up with an alternate set of
>> tire
>>> pressures (and adjusted them) that reflect the actual loading. It
>> was
>>> significantly different than that suggested by Blue Bird. BB
>>> suggested F-115, D-110, T-90 and the new values are F-90, D-115,
>>> T-100 on the light side with T-120 on the heavy side. In
>> retrospect,
>>> this 2500 lb difference is not a highly significant amount
>>> considering the overall 47,250 lbs. weight of the coach at the
>> time
>>> it was weighed. (Fuel 2/3 full, fresh water 3/4 full, black/gray
>>> tanks empty.) I note that the only item that falls completely on
>> the
>>> heavy side is the fresh water tank, but it weighs a maximum of
>> about
>>> 1000 lbs. I also note that there is considerable remaining
>> capacity
>>> as the GVWR of my coach is 52,500 lbs.
>>>
>>> 6. The technician was unable to tighten the end of the steering
>> gear
>>> (at the bottom of the steering wheel shaft) because BB had wrapped
>> an
>>> incredible amount of wiring across the area and it was impossible
>> to
>>> reach the necessary components without risk of disrupting the
>> wiring.
>>> If there is an actual need for this, it's a relatively minor
>> aspect
>>> of the project.
>>>
>>> Results: In a test drive and in the 400 mile trip back home, the
>>> handling of the coach felt much better than it had before -- it
>> was
>>> hard to believe that it was the same vehicle. The deterioration of
>>> the ride had been gradual, so it was a surprise to realize how
>> really
>>> bad it had gotten.
>>>
>>> We discussed installation of the SuperSteer Motion Control Units --
>> a
>>> device that attaches to each of the air bags to help with sway or
>>> bounce in the suspension. (I deferred installation for "later.")
>>> However, during the 'after' test drive, the technician admitted
>> that
>>> motion control units would only marginally improve the handling of
>> my
>>> coach. (Keep in mind, this is the 95, 42 foot model -- it might
>> offer
>>> a greater improvement on other models.)
>>>
>>> All in all, I was highly satisfied with the products and services
>>> that Henderson's provided. While the process took a bit longer
>> than
>>> anticipated, I can't fault them as it was primarily due to the
>> need
>>> to obtain parts once the specific problems were determined. At no
>>> time did I feel that I was given a 'hard sell' nor did they talk
>> me
>>> into buying unnecessary services. (For example, they might have
>> sold
>>> me shock absorbers, but, instead, they simply cranked an
>> extra 'turn'
>>> into the adjustable Koni shocks on the coach.)
>>>
>>> One final observation -- even with the improved
>> steering/suspension,
>>> many of California's freeways are still in sad shape and will
>> shake
>>> the bejebers out of you...
>>>
>>> Pete Masterson
>>> '95 Blue Bird Wanderlodge WBDA 42
>>> El Sobrante CA
>>> aeonix1@...
>>>
>>>
>>>
>>>



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

[David Brady]

Seems like not enough miles for ordinary metal fatigue
to set in. Is there something else going on? Perhaps when
the suspension air is dumped, the weight of the coach comes
down on the shocks, not the bump stops. Could be that
the Koni's are too long for the chassis/suspension, or it
could be that the frame pick up points are woefully under-
engineered. At this point, I think we should all go out and
check our shock to frame mounting points for cracks.

David Brady
'02 LXi, NC


Pete Masterson wrote:
>
> One (left front) shock mount was cracked. The coach has about 130,000
> miles. Henderson's checked the other factors and determined that the
> shocks did not need to be replaced.
>
>



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

[David Brady]

Another scenario that could excessively stress the shock
mounts (assuming they bottom before the air bag bump
stops) is releasing the HWH jacks before adding air to
the bags. In this case the coach will come down quite hard
onto the bump stops or shock mounts, whichever hits
first.

David Brady
'02 LXi, NC

David Brady wrote:
>
> Seems like not enough miles for ordinary metal fatigue
> to set in. Is there something else going on? Perhaps when
> the suspension air is dumped, the weight of the coach comes
> down on the shocks, not the bump stops. Could be that
> the Koni's are too long for the chassis/suspension, or it
> could be that the frame pick up points are woefully under-
> engineered. At this point, I think we should all go out and
> check our shock to frame mounting points for cracks.
>
> David Brady
> '02 LXi, NC
>
> Pete Masterson wrote:
> >
> > One (left front) shock mount was cracked. The coach has about 130,000
> > miles. Henderson's checked the other factors and determined that the
> > shocks did not need to be replaced.
> >
> >
>
> [Non-text portions of this message have been removed]
>
>
> ------------------------------------------------------------------------
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.487 / Virus Database: 269.13.21/1012 - Release Date: 9/16/2007
6:32 PM
>



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

[Pete Masterson]

That's an interesting idea... and might be a possibility as I've
noticed that the coach comes off the jacks fairly rapidly. I'll make
my procedure to 'air up' before raising the jacks. I usually need the
air pressure for the waste water dump valves anyway as that's a 'last
thing' before departure from most places where I've used the jacks.

The technician at Henderson's didn't speculate on the possible cause
of the break (after considering that the shock might have been too
short). The failure was pretty obvious, so I'd think that it would
have been noticed when the current shocks were installed. I don't
know if there's something different about the left vs. right side ...
the right side didn't show any signs of fatigue.

Pete Masterson
'95 Blue Bird Wanderlodge WBDA 42
El Sobrante CA
aeonix1@...



On Sep 17, 2007, at 2:42 PM, David Brady wrote:

> Another scenario that could excessively stress the shock
> mounts (assuming they bottom before the air bag bump
> stops) is releasing the HWH jacks before adding air to
> the bags. In this case the coach will come down quite hard
> onto the bump stops or shock mounts, whichever hits
> first.
>
> David Brady
> '02 LXi, NC
>
> David Brady wrote:
>>
>> Seems like not enough miles for ordinary metal fatigue
>> to set in. Is there something else going on? Perhaps when
>> the suspension air is dumped, the weight of the coach comes
>> down on the shocks, not the bump stops. Could be that
>> the Koni's are too long for the chassis/suspension, or it
>> could be that the frame pick up points are woefully under-
>> engineered. At this point, I think we should all go out and
>> check our shock to frame mounting points for cracks.
>>
>> David Brady
>> '02 LXi, NC
>>
>> Pete Masterson wrote:
>>>
>>> One (left front) shock mount was cracked. The coach has about
>>> 130,000
>>> miles. Henderson's checked the other factors and determined that the
>>> shocks did not need to be replaced.
>>>
>>>
>>
>> [


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

[David Brady]

On my LXi, the original spec was for firestone air bags
and monroe shocks. The ridewell suspension was installed
and jounce and rebound travel was spec-ed with the
firestone air bags and monroe shocks; i.e, the air bag
bump stops limit jounce and the fully extended shock
limits rebound travel. Well, firestone air bags gave way
to goodyear, and monroe shocks gave way to koni's.
Turns out the goodyear air bags give more suspension
up-travel before the bump stops hit plus the koni shocks
are longer in the fully collapsed position. In addition, the
rubber bump stops yield upon impact. This all adds up
to a shock that gets real close to bottoming before the
bump stops hit, or during bump stop deflection (when
releasing the HWH jacks for instance). With the firestone
and monroe combo things were already tight. We need
to watch this, cause I've heard of quite a few owners
who have had problems with shock mounts ripping out.

David Brady
'02 LXi, NC

Pete Masterson wrote:
>
> That's an interesting idea... and might be a possibility as I've
> noticed that the coach comes off the jacks fairly rapidly. I'll make
> my procedure to 'air up' before raising the jacks. I usually need the
> air pressure for the waste water dump valves anyway as that's a 'last
> thing' before departure from most places where I've used the jacks.
>
> The technician at Henderson's didn't speculate on the possible cause
> of the break (after considering that the shock might have been too
> short). The failure was pretty obvious, so I'd think that it would
> have been noticed when the current shocks were installed. I don't
> know if there's something different about the left vs. right side ...
> the right side didn't show any signs of fatigue.
>
> Pete Masterson
> '95 Blue Bird Wanderlodge WBDA 42
> El Sobrante CA
> aeonix1@...
>
>



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