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September 25, 2017, 11:48:40 AM *
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 on: Today at 11:44:34 AM 
Started by CrabbyMilton - Last post by TomC
When I was a new truck engineer and sales for Los Angeles Freightliner, there were some companies that insisted on MT42 starters. My guess, was they were familiar with it and had spare parts. Otherwise, the MT39 gear reduction is half the weight, takes half the amps and lasts at least twice as long. No down side. Good Luck, TomC

 on: Today at 11:43:36 AM 
Started by bevans6 - Last post by windtrader
Strange? Other words work better for me - "Wonderful" "Amazing" Gift from God" LOL

Fact is there are so few of us CARB gets far better value and ROI harassing others.

 on: Today at 11:39:45 AM 
Started by bevans6 - Last post by TomC
As strict as California is, they require NO annual inspection or NO smog requirement for older buses and motorhomes. Strange...

 on: Today at 11:22:36 AM 
Started by bevans6 - Last post by windtrader

I'm not adding anything to help other than the obvious based on what you posted. That valve is clearly not working properly and letting air out when it shouldn't. I had something similar happening to my tire stem valves. Tires holding air just fine, then I check the pressure and the next day the tire is losing air. The valve was not closing due to some particulates. Fully opening the valves cleared things out and now working fine. Maybe you can really work that valve a few times to ensure nothing is clogging it.

Since wet tank is mentioned here, can you folks confirm the location of them for me. I see there are two tanks between the front tires, each with a valve on the side. I have pulled the ring on both and don't see anything coming out with the air. Is there some other place I am supposed to be clearing the wet tank?  Thanks

 on: Today at 11:11:33 AM 
Started by Scott & Heather - Last post by windtrader
Hi Scott,

I've not been in the details on Eagle pricing but even a ballpark figure is difficult due to many reasons previously mentioned. What makes the range quite wide all come down to the market for this coach and the market is bounded by several factors.

Typically, one assigns a value starting with a coach in running condition so a complete survey can establish an accurate assessment of the operational and functioning systems. Like any non-running auto the value is seriously diminished for the same reason.

One approach is to start with an estimated value assuming the coach is fully functioning then taking deductions based on what is unknown or not working. The other way is to start with a salvage value and add on for what is known.

Since the coach is not running, towing charges affect the number or prospective buyers. It seems like a radius of 500-1000 miles would be generous.

Lastly, the level of effort and time the organization expends marketing the coach influences the final price. There are several auction sites besides eBay but collectively these reach the largest market in the most efficient manner. An interesting strategy might be to list the coach on several auction sites with the same close time. Offers would come in from the most folks at the same time.

Setting a value for your friend - a large range would be prudent to set realistic expectations. Something ranging from salvage value minus some number for tow fees and salvage prep costs to the maximum defined as average market for a similar running coach minus some figure to repair the motor. It seems something like 5k would set reasonable expectation with the folks. A range of 3k to 15k would offer an indication of the wide range of what it might fetch.


 on: Today at 10:50:27 AM 
Started by Billysurf - Last post by bevans6
I've used both and would again without hesitation.  The Castrol lists ash content at 0.8%, while Rotella just says "low ash".  Both are CF2 rated.  If you are in Canada see if Walmart has any straight weight SAE40 engine oil, that's what I normally use and it's dead cheap.


 on: Today at 10:46:04 AM 
Started by Billysurf - Last post by luvrbus
Either will work fine

 on: Today at 10:41:16 AM 
Started by bevans6 - Last post by bevans6
My understand is that the purge valve remains open all the time between governor cut-out 120 psi) and governor cut-in (90 psi).  It opens when air pressure is applied by the signal line (governor to air dryer) and closes again when air pressure is removed to close the purge valve and activate the compressor unloader valves.  So if the purge valve had stuck, it would have stuck closed, and it was correctly open instead.  It was supposed to exhaust air, and exhaust air it did.  As soon as air pressure dropped to 90 lbs the governor shuttled and activated the compressor and the purge valve closed.  The question is where did the air come from?  Wet tank, dry tank or both?  I expect I will know tomorrow when I get the bus home.


 on: Today at 10:35:12 AM 
Started by Billysurf - Last post by Billysurf
I have a DD V692 Turbo and am about a gallon low and in Canada at the moment (back in the US in 2 weeks) . When I return I will buy Delo 100 40.  It is not avail here.  My 2 choices are: Castrol Assuron 1815 cf-2 OR rotella 40 wt 550045382 cf-2

 on: Today at 10:12:37 AM 
Started by bevans6 - Last post by Iceni John
Does your air dryer's purge sound the same as before?   Have you had any cold weather recently that could temporarily freeze something until it thaws later?

For the last few years my AD-9's purge cycle has gradually changed from being a brief PSST to a longer PSSSSSSSST.   I cleaned the purge valve and replaced its O-rings, but it made no difference, and I changed the governor to a brand-new D-2, but also no difference.   I'm thinking that either the 3/4" check valve on the wet tank's inlet is sticking, or the unloader valve in the air compressor is sticking.   Neither is easy to access, so I may just install another check valve immediately after the AD-9 and see if that helps.


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