rsbilledwards

WOW!

Percistance always pays big dividends, good job, nice when a plan come together.

In answering this question I would visit Handybobsolar.com for your answer. Me I think there are several better contollers out there than ZAMP . Let us know how you go.

Such a bummer, we love the area as I spent a ton of time there as a kid in the Navy. We have the last 2 years spent time in the Walmart down by Mainside while enjoying the local Jaqo restaurant down on the pier and several others. We are considering missing Pensacola this year on our way to Gainsville. Depends on how much has to be reconstructed...

Use Gas Buddy APP

Bill FYI all glass must be made and then tempered. One cannot cut tempered glass with out it being a million pieces,

At this point I would call Allison since Mode light on most likely not the ECM fuses, likely as suggest by Huffy

I too agree with Joe. Look at all the potential issues first. But the mister is the least expensive and least time consuming for what it is worth.

Smoltzi, You are asking a question with minimal info on which to base an answer, coach identity yes, no transmission type, no engine type, class A,B,C, pusher or other. Answering it could be someone throwing darts with their eyes closed. Only one here that likes that is Wildbill. The more info the better. But taking a guess based upon "Freightliner" . If equipped with an Allison 3 or 4 thousand, there are two fuses inside the shift module. They are 5 amp and the module is located in my coach, not the same as yours, directly under the shift panel. Black box, 10 screws retaining the cover and only one of them relates to the lighting of the panel. If shift panel lights are out easily be the fuse but if it is out gear selection light should be out too. So how do you know it is in gear? More than likely not. Check the fuse, when you get there, with a volt ohm meter, do not just ck by looking unless it is obvious, Just Ask Me How I Know! It cost me $100 bucks and two days to learn this lesson. Last question what were you doing preceding the failure, I was working in the battery bay cleaning and reinstalling cables and wires. Have fun enjoy the "experience".

Herman, Wayne, good one Great answer Herman Funny!!!

Generally Walmart has a very good price on it all the time. I too have an inventory of it since I use it in the Ford 7.3 ltr. There it is good for 100 miles a 40 gallon tank city or highway.

Rayin, As you said to me "re-read" he says it is a side radiator. I do not know how to say it so won't but on my coach the transmission fluid appears to be cooled by radiator coolant, NOT at the radiator but its own cooler in line with the rest of the coolant system. Now maybe Joe will settle this one for me. I am guessin the temp is taken other than at the radiator. I don't have the coach here to go examine the system. Please reread my post as to why I think he wants to use the transmission fluid as a point for extracting heat from the whole system. A careful reading should explain the reason.

Joe, The 99 Beaver Marquis had air driven S cam disc brakes on it and it and it looks like a good conversion. Our Magnum chassisied Panther has hydraulic over hydraulics on it and are at the best of times marginal, or barely adequate. I was hoping someone might see this so I could find out whether or not the braking was really good or not and if the change would be worth the effort. In any event it would be interesting but then I think like a young guy and but the mussel tone says otherwise. Our coach has the 8 airbag air suspension so has the compressor on the side of the C12 to support the conversion.

Well no I have not been to Buccees, guess we have to put that on the list, funny!

Side radiator should do just fine and likely very little debri between the AC and radiator. What about a poorly functioning thermostat or regulator? Maybe the water pump is faulty, as in worn blades. Another means to pull heat from the system would be a water mistor that is directed into the air stream at the radiator. Several folks have done this with great results. We did that to help cooling on air cooled Porshes while racing. It does not require much water at all. Another potential remedy is to add a water wetter to the coolant. Pay attention to quantity since more is not better. Lastly maybe it is not hot after all. If the coach has anologue guages they are notorious for being inaccurate! Suggest you look in to a Silverleaf product to track the system ECM data. It can be done for around 300 dollars and a small laptop. Ray, I do not think he is saying the trans is over heating. I believe he is just saying it is a place to enter the system to aid in pulling the percieved overheat from the radiator. It would be much easier to tap these lines than any of the radiator 2+inch hoses. My trans temps mirror pretty close the coolant unless under a good load climbing and then trans temp does increase.

I am looking for help regarding S cam disc Air brakes on the early Beaver Marquis. I would like to know what years is was used. I am considering a conversion on a 1999 Magnum Chassisied Panther. I need just a bit of insight and the degree of effiency of the system.

Rayin, if they hold up for 9 years you robbed the bank, a winner for a change! I have 235 85 16s on a big enclosed featherlite trailer. We will see!

Applejack's on Denver's west side off I 70 at Youngfield is pretty darn good, huge!!

Aquarian, Welcome back, I can not answer all of these questions but can comment on a couple. It is not uncommon to use the regional steers all the way around. The need for "traction" treads is not such a big deal as we seldom drive in mud or snow and it makes for a quieter ride . Another point to comment on is the use of the "RV" rated tire. This is just my opinion but observed by many. Why spend the money for an "RV" tire? The difference as I get it is the addition of oils or chemicals that make the rubber more UV resist and amongst other thing I suppose. Yet they really do not outlast the commercial designated rubber in terms of years of potential use. They generally age out before they wearout. Hence I am using a Goodyear 275 70 22.5 HSS steer all the way around and the ride perfectly acceptable. I also use Centramatic wheel balancers opposed to the other means of balancing since they require only a one time expenditure for the lifetime of the coach and all future rubber replacements. By the way the Toyos are a great value tire and ride very well and have had few complaints over the years that I am aware of. It was the OEM rubber on SMC Safari coaches for years.

Carl, We had our first experience with the "Love Bugs" last spring, pretty ugly. There are some surfactants out there that when sprayed on the mess, allow for quick and easy removal. There are also some "shield" products that if applied before needing them also allow for easier removal. Our catch not having to deal with such a problem in remembering to use it beforehand. Since you brought it up I made a note to help me remember to chase it down.

Well there is substantial difference in the abrasive impact on the front end cap of a coach that spends most of its life in country unaffected by the likes of snow and ice seasons, not that we use them much then. The debris called sand, containing rocks has a significant impact in places like Colorado, Wyoming, Montana, the Dakotas , New Mexico and Pennsylvania to mention just a few that remain into the travel season. Using the distained film is a whole lot less expensive than refinishing. It seems there is always a lot of stuff on the roads in this part of the country and living here we get to experience it at a higher level. The film just needs replacing periodically , still less than the other alternatives. Like a Battery it does not last forever.

I am using the Goodyear HSS truck steer 275 70 22.5. They seem just fine now 30 K on them. They were 500 apiece mtd and balanced. I would use them again in a minute. I now use Centramatic wheel balancers now AND IT IS ABSOLUTELY SILKY RIDE.

Time Traveler, If i remember back in those days at least before all the environmental issues truckers used to do what the fire department was doing to keep their rigs clean and SHINEY, It was the quick and dirty way so to speak of waxin the rig. Someone here will comment for sure to set us straight.

Based upon my common sense and what is on my coach. There is a pump, a reservoir and a manifold. I am guessing there are valves in the/on the manifold that will allow when turned a release the pressure on each corner/jack cylinder. It makes sense to have a way to release the pressure if there is a failure of the system. It would not be as critical the other way around in my mind. So go have a look.

Interesting!