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rls7201

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Posts posted by rls7201

  3. Posted · Report reply

    There was 2 440 engines used in MHs. The standard 440 has the low mount water pump. Top of the pump is level with the top of the timing cover. The 440P (truck) has the high mount water pump. 1/2 of the pump extends above the timing cover. Neither engine was known for performance or fuel mileage. If you have the standard 440, you can add 440 heads and exhaust from a HP 1968 or later 440 MOPAR car, along with the camshaft and wake up that old beast.

    Richard

  7. Posted · Edited by RLS7201 · Report reply

    Back in 94 Fleetwood was still using EPDM on all their coaches with membrane roofs.
    I recommend a product called "Liquid Roof". It is EPDM in liquid form and comes with a catalyst. If done properly it becomes one with the OEM roof.
    Note:  the ad says 5 gallon pail but there is only 4 gallons of Liquid Roof in the pail + the catalyst.

    Richard
     

  8. Posted · Edited by RLS7201 · Report reply

    My MH, with Atwood windows, is doing the same thing.
    I just removed the seal and reinstalled it from the bottom up, with the seal tight against the frame at the bottom. Let the sun shine on the window for an hour or two and the seal will be very flexible. The space at the top is only an appearance issue. The shrinking seal will reoccur any time the window faces the sun.

    Richard 

  14. Posted · Report reply

    If your condenser is located on the left rear of your coach, in a separate compartment, the receiver/dryer is attached to it. Check the hose ends for oil. That installation was famous for leaking where the larger hose connects to the condenser.
    I always find it interesting when refrigerant is refered to as Freon. Freon is a DuPont trade mark and defines no chemistery.

    Richard

  15. Posted · Report reply

    Your Alfa was built by the Crean family who used a Battery Control Center in their Fleetwood products.
    Maybe you have a BCC from either RV Custom Products or Intellitec.
    Follow the 2 small leads from the isolator relay and see if they go into the lower right corner of a black box.
    If so, open the front of the BCC and you'll find a wiring print on the inside of the cover. Look on the circuit board for the manufacturs name and contact them for guidance.

    Richard

  16. Posted · Report reply

    Lightnup, If you feel comfortable on your roof, don't worry the roof supporting you. Yes it has stringers up there to support all the various penetrations in the roof. I get my 77 year old body up there all the time doing maintenance and washing away the dirt. I have been up to 240#s and the roof didn't cave in. Went back to the jym and got back down to my fighting weight. Only 210 now. My 25 year old roof appreciats it. 😊 The EPDM doesn't get near as slick as fiberglass when wet.

     

    Richard

  18. Posted · Report reply

    3 hours ago, manholt said:

    Everyone is entitled to their own opinion.  Majority of RV'rs who come to the Forum, are seeking answer's to a specific problem and there is enough talent here that in 99.9% of the cases, we solve it.  We do not Drag race our coaches and those who have 5'ers or tow behind trailers, generally know what they need to haul and got it.  

    I used to be in blue water racing as a hobby...APBA & IPBA, open class.  Those engines have no business being in a 40 foot cruiser or fishing boat, anymore than what your suggesting for a coach!

    Like you said "everyone is entitled to their opinion." There are hundreds of RVs running down the road with enhanced engine performance. No one suggested "drag racing" them but you. They just want to maintain speed on inclines. 
    I used to pit crew, build and tune engines for circle track cars but in my 77 years I haven't lost my drive for "MORE POWER".

    Richard

  20. Posted · Report reply

    On 5/8/2020 at 6:05 AM, jleamont said:

    Richard, I am not saying it WILL damage the engine, the point that MUST be considered here; You absolutely must be on your toes with a modified modern diesel engine watching gauges while driving. You can literally sink your foot to destruction really fast in a modern day diesel that has been modified if you are not thinking clearly. You also must understand how everything works as you step harder into the throttle and know what its going to translate on the gauges. Most motor heads (like myself) probably would have a problem, the average "joe" will destroy an engine, I have witnessed it first hand. 

    Today's diesels are NOT built like the ones that gave the diesel engine its good name. The foundation is built to withstand slightly more than the power it produces, some will argue that they are not even built to withstand that much power when you see one with catastrophic failure and no obvious root cause. They are now built to be lighter in weight to help curve emissions and fuel consumption which equates to less robust internal parts right down to the block, some are even multi-piece blocks with portions made in aluminum bolted together.

    A good tuner will monitor all those functions and defuel when necessary. Like at shift points and over temperature exhaust gas amd coolant..
    I guess the difference between gear heads and just users has become obvious. Gear heads like pushing the edge and and just users don't want more or are not skilled enough to feel safe going after more.There is always more power to be made in a reliable fashion if done correctly.
     

  21. Posted · Report reply

    13 hours ago, manholt said:

    Richard,

    Big difference between your 32 foot, gas coach and a 40 to 45 foot DP!  Both Joe/Herman is dead on!  

    You right those 40- 45 ft DPs come with a lot bigger radiators than my ol gas coach and those diesel engines are a lot more durable than my gas engine.

    But there are a lot of tuned diesels running up and down the road with no issues. I remember when those old 8.3 Cummins we tuned to 250 HP from the factory and folks said not to raise the HP or they would break. Go figure.
    Remember when over the road diesels didn't have turbochargers and then the factory added them and the drivers said those engines wouldn't stand that type of abuse? 

    Richard

  22. Posted · Report reply

    Ya just never know what performance improvements will bring with them.
    My 1995 F53 Bounder 460 cu in engine turned into a stroked 528 cu in engine with increased compression, RV cam, mild porting, higher flow injectors, Banks Power Pack exhaust and a TwEECer tuner. Transmission got a shift kit.
    Stock radiator and fan clutch, with no cooling problems from below sea level to 11,000 ft.
    There have been many successful HP increases on oil burners with no cooling problems. An exhaust temperature monitor is a must.

    Richard

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