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desertdeals69

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Posts posted by desertdeals69

  4. Posted · Report reply

    13 minutes ago, jleamont said:

    Any recommendations for a HD 12v Constant duty relay? My salesman switch relay is bypassed and I would like it to function for winter storage. At the moment I have a Trombetta 114-1211-020 which looks like it has been replaced before. Hoping for a better one that will last longer.

    thoughts?

    Try NAPA I think to old number for a continuous duty relay is a ST85 but I think it has been superseded.  If you look on eBay for an electric golf cart relay you can get one there also.

  6. Posted · Report reply

    3 hours ago, CarlAda said:

    Anyone have any personal use info on FullRIver AGM batteries?  I saw them at the battery store when I was having the battery replaced in my car. 

    I have been using Full River AGM for 2 years.  The thing I noticed was that the voltage is a little lower when at full charge.  The staying power seems ok, just that the voltage is about .2 volt lower through out the range.  When I first got them I thought maybe there was something wrong so I took them out and had them sent back to be checked.  They said they were ok.

  8. Posted · Report reply

    16 hours ago, Strats said:

    I though the K&N would be a good idea, I learn more about diesels every day.  I located the lift pump and will post a pic when I figure out how to post it, pretty greasy right there.  Is it possible that the lift pump is bad and the VP44 is OK.  The lift pump looks easy enough to replace, the VP44 doesn't look too difficult with the exception of the location under the bed and getting to it.  I'm not sure about getting it from underneath. I will wait until the snow melts and the temps get above freezing.   If I just replace the lift pump, can it be damaged by not doing the VP44 at the same time or if one is bad, both are bad?

    The K&N filter is a good idea.  If an installation shows a dirt trail down the intake that is probably caused by a faulty installation, not sealed properly.  If a filter is faulty by design it would be passing minute amounts of dirt with the air mixture and would not leave dirt trails you could see.  The lift pump is easy to replace however when it was new it was marginal as it has only 6-7 psi to the vp44.  The weak point of the ISB is vp44 as the expected life span is about 100K miles.  My new to me coach had 99,865 miles on it and a failed lift pump so after researching the situation I decided to go with an Air Dog complete fuel delivery system which provides the vp44 with 15 psi of clean airless fuel because it has its own return line.  The vp44 I used was built by Thoroughbred for the 275.  It has more power than when I first got the coach.

  10. Posted · Report reply

    There is nothing wrong with a K&N filter.  I did the beta testing for them and they monitored my oil all along the time and it was doing the job correctly.  When it went into production I got one of them and when I got my new to me coach I installed one on it. I've got about 20K miles on the two production filters. I put about 13K mile on the beta model.

  13. Posted · Report reply

    On 3/10/2017 at 4:08 PM, Strats said:

    37'-1998 Holiday Rambler.  Freightliner chasis. Cummins ISB275 Turbo Diesel pusher with a Allison 6 speed.  Mechanical.   Both filters brand new.  Actually replaced the front filter twice thinking it may have gummed up from some bad gas.  Smoke looks more blue than white.  When giving gas in first gear it doesn't want to go and just bogs out and starts to smoke.  When in neutral it will rev up but when in gear it doesn't want to go. periodically it will go a little but then bog down again.  I replaced the intake air filter also.  Neither filter looked packed with junk.  Yes it has an exhaust brake and it seemed to work fine when it ran.  Starts right up and idles fine.  just under load in gear it bogs down.  I can't drive it on the road.  It's either not getting enough fuel or I guess the exhaust brake could be locking closed.  What is the fix with the brake, can it be bypassed or how is it checked?  It almost seems like the ECU isn't communicating right.  What would you do if it was yours.  I really can't drive it to a mechanic and I do all my own work on my cars, just new to diesels and I don't have the cummins engine code reader.  I have driven this over 3000 mile and it started on the way back from Florida.  It seems not to be getting gas and thats why I started with the filters,  

    Your 98 Cummins ISB 275 has an electric lift pump which is located on the passenger side of the engine close to the trans.  If it fails the engine will still run until the injection pump VP44 fails.  I just went through the whole process with my new to me coach.  I installed an Air Dog lift pump system and a reman VP44 injection pump.  Runs good now, putting on about 4500 miles.

  17. Posted · Report reply

    5 hours ago, kaypsmith said:

    I prefer hydraulic surge brakes because of the ease of hooking up to them, no electric controller needed and legal in all states.  Were I "designing" one to be used behind a coach with air brakes, I would build it air over hydraulics, but then again that is only a dream.

    I have a Demco tow dolly with surge brakes.  I installed a air over hydraulic master cylinder.  It worked too good lock up the brakes on light brake pedal so I put an inline pressure regulator to reduce the pressure.  I will have it at Chandler if you want to see it.

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