chapter 9 · the maintenance log book is the record of all the maintenance items required ... (lpg...

Engine/ Chassis/ Drive train 03/24/07

Chapter 9 page 1 Blue-Bird

VAGABOND’S HANDBOOK

CHAPTER 9

This chapter explains the Engine, Auxiliary Generator (APU), Drive train as well as Maintenance procedures, capacities and types of liquids for both power plants.

ENGINE

Proper operation and maintenance are key factors in determining the useful life and operating economy of a diesel engine. Follow these directions for trouble-free, economical operation. The Maintenance Log Book is the record of all the maintenance items required and suggested. This coach is using a Preventive Maintenance Program. ENGINE LOCATOR NUMBER: 7E-5994 (SERIAL NO 02Z63806)

ENGINE SPECIFICATIONS MAKE: Caterpillar 32081A (AAAC) 4 Cycle Diesel, Valve-

In-Head, Turbo charged After cooled NUMBER OF CYLINDERS: 8-90 Degree Vee BORE (INCHES): 4.5 Inches STROKE (INCHES): 5.0 Inches DISPLACEMENT (CUBIC INCHES): 636 Cubic Inches COMPRESSION RATIO: 16.5 to 1 GROSS BHP @ RPM: 300 @ 2800 PEAK TORQUE (LB-FT) @ RPM: 750 LB-FT. @ 1400 RPM MAXIMUM GOVERNED RPM-LOAD: 2800 MAXIMUM GOVERNED RPM -NO LOAD: 3000 GOVERNOR-TYPE: Hydra-Mechanical PISTON MATERIAL: Aluminum Alloy CRANKCASE CAPACITY; Dry-20.0 (Quarts) Refill - 16.0 COOLING SYSTEM: Capacity (Quarts) 48 approximately Fan 29in. Diameter 6 Blade with Air Clutch WATER PUMP CAP. @ ENG. RPM: 90 GPM c 2800 ALTERNATOR: Capacity - 12 Volt, 160 Amp

OIL FILTER: Type - Full Flow, Two Disposable

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TO START ENGINE Caterpillar 3208 engines will start at temperatures above 32º degrees F (0º C) without using a starting aid. However, for cold temperatures it will be helpful to activate the engine block heater (120 volt AC-operated). The ENGINE BLOCK HEATER is controlled by a switch located in the kitchen base cabinet. Remember to turn switch OFF after starting. When outside temperature is below 35 degrees F (+2 degrees C), turn on ignition switch for a maximum of 10 minutes, so Racor fuel filter heater element can warm the fuel, before starting engine. Refer to Caterpillar Manual in your owner’s kit for engine starting instructions. REMOTE ENGINE STARTING Because it may sometimes be necessary to start the diesel engine remotely, a separate key switch is located on the right side of the engine radiator compartment. Be sure the hinged switch cover is snapped back in place after key withdrawal to prevent moisture damage. Toggle switch must be down (REAR) to start engine from engine compartment. TO STOP ENGINE With the vehicle stopped, apply the parking brake. Refer to Caterpillar Manual in the Maintenance Manual for engine stopping instructions. EXHAUST SYSTEM 16 gauge aluminized steel with heavy duty in line muffler FUEL SYSTEM The coach has a 200 gallon fuel tank. The filler access is forward of the main entrance door. FUEL FILTERS There is 1 Fuel Filter underneath the Engine. It’s a spin ON-OFF type. When changing filter, make sure its filled with fuel (about 1/3 gls) before installing it back on, to prevent loss of prime.

NOTE

Use only big Truck stops for fueling where a big turn over in fuel is present. Never use fuel from questionable sources.

If WATER IN FUEL light on dash comes on, remove drain plug from the bottom

of the tank to remove water. Fill fuel tank after completing a run. A partially-filled tank will collect moisture if the coach is allowed to sit for an appreciable length of time. FUEL ADDITIVE Almost any type is Ok if sold in big Truck Stops. It prevents gelling, controls moisture, cleans and lubricates injectors.





THE CAT 3208 ATAAC ENGINE





Racor Fuel Filter

Parts Numbers / Installation Instructions





RACOR FUEL FILTER

Chamber has to be cleaned out. These 2 Illustrations show in detail an area where a fuel contamination problem will shut down an Engine without any prior warning. If this chamber is filled with rust, it will prevent fuel from flowing when at low engine RPM. The engine will stop and will not re-start until cleaned and Engine re-primed. The next page explains how to clean this particular part in the filter. The steel ball in the center (actually a material which sinks to bottom in Diesel fuel, but floats on top of water) has to be moving freely for proper fuel metering to the system. (By floating on water, or packed tight with rust, it will shut the fuel off).





FUEL FILTERS A Racor Fuel Filter/water separator is incorporated in the diesel fuel supply line and processes the fuel supply for maximum purity. It is located in the curb side comportment in front of the entrance door (LPG compartment). The fuel filter/water separator includes a built in Racor in-filter disc pre heater, which operates automatically below 35 degrees F. (+2 degrees C), when ignition switch is on, from the 12 volt DC battery supply, and a water sensor, which lights a dash indicator and sounds a buzzer when the water level in the bowl is high enough to require drainage.

When fuel vacuum gauge goes over 10 inches HG vacuum, replace element with WL P/N 3831310 (Racor 2020SM); also gasket (large) WL P/N 3747359 (Racor 11007), and gasket U-Handle) WL P/N 3747342 (Racor 11350). A secondary fuel filter is located under the engine on the curb side. WL P/N 223667 (CAT 1 P2299) *Check Maintenance Log Book for the latest correct part numbers. I have Parts as: RACOR 2020 SM GASKET 11007 U-HANDLE 11350

Drain Cock. Can be completely removed for cleaning. It's plastic only.

Glass Bowl. Can be removed by 6 bolts vertically installed. Caution on Gasket. Unplug internal wires.

T-Handle. Must be loosened to drain fuel. Comes off easy to replace filter element. Use new gaskets when re-installing.

Most important. Here is a beige plastic device which will unscrew after the wires are pushed out of way. This device can plug up and kill engine. Unscrew it and THOUROUGHLY Clean it





FUEL TANK (200 Gallons)

Fuel Tank from the inside. The right half of the top has been cut off to see the inside. The Bottom shows that it is covered with rust and also is pitted. This is caused by a bad piece of steel selected to construct the bottom and also when moisture enters the tank and can stay on the bottom and slowly starts to form rust. This is the kind of rust that is trapped inside the Racor fuel filter (see previous page) and the blockage can cut the fuel flow to the engine completely off. The engine will of course die and cannot be restarted until the filter is cleaned.





AUXILIARY FUEL PUMP In the event fuel prime to the engine is lost because of running out of fuel or changing fuel filters, the prime can be restored with the auxiliary fuel pump. The switch is located at the key start position in the engine compartment. The switch is to be held on while cranking the engine. If the engine does not start within 30 seconds, discontinue cranking and check all fuel lines and filter connections for leaks. CRANKCASE OIL LEVEL CHECK The oil level must be checked only with the engine off. Maintain oil level at the proper fill line. If checking oil level immediately after engine has been operating, allow a few minutes for the oil to drain back into the crankcase before checking the oil level reading. The best time to check the oil is before getting underway because the engine is cool and the reading will be most accurate. Check crankcase oil level before starting and when refueling. The oil level dipstick and oil fill (yellow "P" handle) are located behind the roadside engine grille . Be sure oil level is always between the F and L dots. OIL FILTER Two oil filters are located under the engine on the curb side. These should be replaced at each oil change. WL P/N 3743481 CAT # 1R714 WIX # 51798 Check the Maintenance Log Book for the latest up to date part numbers, there are also alternate sources for filters available.

Oil Level Dipstick Oil Fill Tube (Yellow





ENGINE AIR FILTER REPLACEMENT Check the air filter condition indicator, remotely mounted under engine oil fill on road side of engine (see illustration), on a regular basis.

Filter should be replaced if red band is shown. WL P/N 1258615. To check the band for color, Engine must be running.

CAUTION

Do not operate the engine without the air filter in place or sensitive air metering systems may be damaged.

CAUTION

When inspecting or servicing engine or other components in engine compartment the engine control switch must be placed in OFF or REAR position to prevent starting of the

engine from the driver’s area.

COOLING SYSTEM

CAUTION

Cooling fan operation is controlled electrically by a thermostat which senses engine coolant temperature. Any time the engine is running the fan may engage and' start to run

without warning. The engine must be shutoff and the fan stopped before servicing. COOLANT Open rear engine door and check coolant level (with engine cool and off). Fill to the top of the sight glass, on rood side of tubular surge tank, with coolant mixture. Use clean water that is low in scale-forming minerals1 not softened water. COOLANT SPECIFICATION: 50% WATER, 50% Low Silicate Ethylene Glycol. Base antifreeze (Formulation Standard GM 6038-M) COOLANT ADDITIVE: NALCOOL 2000

Colored Band. Green- Good Red - Bad





ENGINE COOLING SYSTEM REFILL

CAUTION

Cooling fan operation is controlled electrically by a thermostat which senses engine coolant temperature. Any time the engine is running, the fan may engage and start to run

without warning. The engine must be shutoff and the fan stopped before servicing. Use of low silicate ethylene glycol base antifreeze (formulation standard GM 6038-M) is recommended for summer or winter operation because of its corrosion inhibition and lubrication properties. A 50-50 solution of antifreeze and water is preferred and it gives freeze protection to about 30 degrees F below zero. Ultimate protection is attained at 68% antifreeze (about 92 degrees F below zero) a higher concentration of antifreeze should never be used.

The approximate (dry) cooling system capacity is 48 quarts. The system requires 6.0 gallons of antifreeze for a 50% solution or 8.2 gallons for a 68% mixture. Final solution should always be tested with a thermo hydrometer or equivalently reliable testing device to determine actual protection. If it becomes necessary to completely refill the chassis coolant system, the following procedure must be followed. Pure antifreeze can be used initially until prescribed amount has been installed and then water for final filling. 1. Fill the engine, radiator, and engine hoses. 2. Locate and close the manual gate valves separating the engine from the heater

system. Pressure and Return gate valves are located on the engine with access through the left hand engine compartment. Remove the radiator cap and fill to the top.

Replace cap and run engine at 1500 to 2000 RPM for one minute to purge air from the engine water jacket. Shut off engine; carefully remove the radiator cap; refill and replace the cap.

CAUTION

Use extreme care at all times when removing the radiator cap as hot coolant under pressure can cause injury.

First Valve. (Return Gate Valve). Easy to see. A second Valve (Pressure Gate Valve) is below this one and is a little hard to reach.





2. Fill the heater system. Air bleeder valves are located at behind the left hand rear bumper and at the right hand front heater with access through the front access panel (block tubing).

Leave the return line gate valve closed and open the pressure line valve. Slide the FRONT HEAT control to warm. Using suitable containers to catch coolant, open the bleeder valves and run the engine slightly over 2,000 RPM until a steady flow of coolant passes through the front heater bleed valve. Close front heater bleed valve. Continue until a steady flow comes form rear bleed valve.

NOTE

The radiator must be filled often during bleeding procedures.

Close rear bleeder valve and open return gate valve (engine compartment). Refill radiator using coolant recovered from bleeder valves and additional coolant as necessary. Start and rev engine to maximum governed RPM 2-3 times. Shut down engine and allow to cool.. Fill radiator completely so that coolant goes to the top of the sight glass in surge tank. COOLING SYSTEM ADDITIVES Automotive cooling systems are subject to various types of corrosion, rust, pitting and cavitation-erosion. These are common factors which prevent efficient cooling and contribute to engine overheating and higher maintenance costs resulting from replacement of hoses, fittings, filters and cracked heads. The manufacturer of the engine used in your motor home recommends the use of Nalcool 2000 - a chemically buffeted liquid additive which effectively neutralizes the formation of acids caused by dissolved exhaust gases, and inhibits the cooling system against corrosion and scale formation. This additive is compatible with most commercial automotive antifreeze solutions containing ethylene glycol; however, its use is not recommended in cooling systems using DOWTHERM 209.

Air Bleeder Valve in the Right Front Compartment by Heater

Air Bleeder Valve by left rear bumper. Bumper is removed for access





When refilling the coolant system, add four pints of Nalcool before topping off with antifreeze solution. To ensure constant system protection, replenish Nalcool 2000 additive, periodically, in accordance with manufacturer’s instructions. SWING OUT RADIATOR A feature of the WLSP is a swing-out radiator which facilitates engine accessory belt changes. It swings only about 45º, just barely enough room for working on rear engine components.

CAUTION

Do not swing out radiator with engine running. Fan could start unexpectedly and cause serious injury.





GENERATOR GENERATOR OPERATION The generator can be started and stopped from any of three locations within the coach. At the left hand overhead dash panel, at the galley panel, or at the bedroom panel. In addition, the generator can also be operated from the controller box located on the generator. To start the generator, push the generator switch to the start position and hold until the generator starts, as indicated by the indicator light. Do not hold switch on for longer than 5 seconds at a time! If the generator does not start the first time, wait a minute and try again. Release the switch when the indicator light glows. After starting, there will be a delay of approximately 25 seconds before the automatic changeover switch will permit the generator to pick up the load. Look for normal Water Temp. of 160º-200º F and Oil Pressure 30 – 60 psi The generator may be stopped by holding the switch to the Stop position until the generator stops (light extinguishes).

NOTE

Run generator at no load for three to five minutes before stopping. In cold weather, it is necessary to activate the cylinder glow plugs before starting. Push Start-Stop switch to Stop position and hold for 15 to 20 seconds. See operator's manual for more detailed information. GENERATOR MAINTENANCE Refer to Maintenance manual in your owner's kit for maintenance requirements.

CAUTION

The generator tray is electrically operated and ex-tends outward with considerable force. To extend the tray, move around to the Road side and operate the Tray Switch in the front Compartment to out position. Be sure that there is sufficient clearance in front of the tray and that nobody is in the way! Use extreme caution when observing and operating generator with tray extended.

NOTE

The generator hour meter is located on the Left Side Overhead Battery monitor Panel in the cockpit..

Generator Hour Meter





AIR CLEANER

Donaldson does authorize cleaning the DuraLite unit (throwaway type) but this can be impractical in most cases. If it is cleaned, the following should be observed: Blow air into the DuraLite's outlet neck causing dirt to flow off the media and out the dirty air inlet opposite the normal airflow direction. This procedure keeps the abrasive contaminants away from the clean air side. Do Not use pressurized air higher than 100 psi. Do Not use compressed air cleaning when the filter media is wet. OIL CHECK/CHANGE

To be on the safe side, check oil (dipstick located on curb side of generator) in engine crankcase daily or before each start, to ensure that the level is in the safe range between the upper (F) and lower (E) marks on the dipstick. Do not operate generator if level exceeds the upper mark, or is below the lower mark.

CAUTION

Do not check oil level while engine is operating. Engine must be stopped to obtain a true reading, as well as for safety reasons!

Air

Radiator Cap, check Coolant (I use synthetic Shell Rotella Oil} Oil Dipstick, check Oil Level Oil Fill Tube Oil Filter (Wix # 51064) Fuel Filter (Wix # 33392) Oil Drain Cock





Whenever possible, drain the oil while the engine is still warm. To drain, place a container below the unit, open the oil drain petcock and allow sufficient time for the old oil to drain completely. After draining, close petcock and tighten securely. COOLING SYSTEM Cooling system capacity is about 10 quarts of liquid. System should be filled using equal parts of water and ethylene glycol. (A drain petcock is provided on the underside of the radiator.) When draining the coolant, remove the cap from the tank and open the engine block drain cock located below the fuel injection pump. Check coolant level frequently and add antifreeze mixture as needed to maintain full system and ½ full expansion tank. GENERAL TROUBLE SHOOTING Refer to the Maintenance Manual for repair and maintenance data. Generator repairs should be accomplished by a qualified repair agency. GENERATOR OVERLOADS If the rated capacity of the generator is exceeded, the safeguard circuit breaker, located on the road side of the generator controller box, will trip to protect the generator against damage. This condition could be caused by a short in the coach AC supply circuits, or by operating too many appliances simultaneously, resulting in an overload condition. If the safeguard circuit breaker trips, the generator will continue running but no AC output will be supplied. Before resetting the circuit breakers, turn oft some of the coach appliances and lighting to reduce the load to within the operating limits of the generator. If this is done, and the generator breakers still trip, a short Circuit is indicated. Turn off the generator, locate and correct the cause of the short circuit. OIL PRESSURE Always ensure that with the engine running, oil pressure is registering on the overhead dash generator oil pressure gauge. STORAGE PROCEDURES If the generator is to be out of service for a long period of time, perform the following procedures before placing the unit in storage: 1. Drain oil from crankcase (while hot) and refill with specified oil. Run generator after change to circulate new oil. 2. Clean exterior surfaces of generator set, then spread a light film of oil over any unpainted metallic surfaces which could corrode.





GENERATOR SPECIFICATlONS ELECTRICAL RATING 8.O kW at 120 VAC FUEL SUPPLY Diesel, separate pickup in main tank FUEL FILTER WL PIN 2154276 ONAN # 149-2106 WIX # 33392 COOLING SYSTEM 10 Quarts (approx.) CRANKCASE CAPACITY 4 Quarts OlL FILTER WL P/N 4178612 ONAN # 185-2133 WIX # 51064 NAPA # 1064 OIL SPECIFICATONS FOR GENERATOR API Classification CD 10W30/10W40 Check Maintenance Manual for all specifications AIR FILTER ELEMENT WL P/N 3838158 (Donaldson ECBO5-5001) NAPA # 6296 WIX # 46296





DRIVE TRAIN COMPONENTS FRAME One-Piece Channel 10-1/8” high with 3-1/2” Flanges made of 5/16”. 50,000 PSI steel, Section Modulus - 14.8 in.³ Frame insert used in high stress areas at rear suspension, Section Modulus -24.55 in.³ AXLES The axles have the following weight limitations: Front Axle: 14600 lbs Rear Axle: 23000 lbs Rear End Ratio: single speed, 5.29 ratio; All wheel bearings are oil lubricated. SUSPENSION Ridewell Air Suspension SHOCK ABSORBERS Direct acting, Double Action Piston Type front and rear STEERING GEAR Ross Model HFB-70 with 23.3 to 1 ratio with Integral Power Steering tilt and Telescoping Steering Wheel POWER STEERING RESERVOIR FLUID LEVEL Regularly check fluid level in the power steering reservoir. Reservoir is located behind rear engine compartment door to right of radiator. Add Dextron II as necessary to maintain the correct dipstick reading, depending on fluid/engine temperature. (Note that the dipstick is attached to the J-handle plug on top of the reservoir). If the fluid is at normal operating temperature - about 150 degrees and hot to touch - the dipstick should indicate FULL or just below. If engine is cool, fluid level should read about ½ way between the ADD and FULL marks. POWER STEERING FLUID Specification Dextron II Capacity 4quarts

Power Steering Fluid Dip Stick





BUMPERS Have adjustments on each Bolt. Missing nuts are deliberate due to shims and mspacing. Improper installed nuts might break Fiberglass Bumper. REAR BUMPER Does not fold down due to obstructions from the rear mud flaps and the towing package/ hitch. Remove these and it should fold down OK. TIRES Tubeless 12R 22.5 Goodyear G 159 H Steel Cord Radial, Single Front Dual Rear Under-inflation causes needless tire wear and promotes excessive fuel consumption. Check tire pressures on a regular basis. The Federal Certification Label, shows the cold tire inflation pressures necessary to support the Gross Axle Weight Ratings. These pressures can be reduced to greatly improve the ride quality after the actual axle weights have been determined. The chart below is taken from the Goodyear Tire Data Book and shows the recommended tire inflation pressures for various axle weights. If any axle weight is on the borderline, always use the higher pressure. Be sure weight is distributed evenly, side to side.

LOADS PER AXLE (lbs.) AT DIFFERENT PRESSURES 2 TIRES: SINGLE (S) 4 TIRES: DUAL (D)

INFLATION PRESSURE (psi) SIZE - 12R22.5 MAX. SPEED - 65 MPH

PSI 70 75 80 85 90 95 100 105 110 115 lbs S N/A N/A 11060 11610 12150 12690 13320 13740 14260 14780 lbs D N/A N/A 19780 20760 21740 22700 23640 24580 25520 26440 In addition, a tire inflation information plate is located on the inside of the 120 VAC load center door. These are normal pressures as long as the axle weights are not in excess of those shown. *Original Goodyear Tire Spec sheet is in the Maintenance Manual under Tires Section





Tire Size Dimensions

The first number is the width of the tire in Millimeters, measured from sidewall to sidewall. To convert to inches, divide by 25.4 The second number is the aspect ratio. This is a ratio of side wall height to width. Multiply the width by the aspect ratio to find the height of one sidewall. The letter is for the kind of tire The last number is the diameter of the wheel rim in inches. Example: P235/75/R15 or LT235/75R15

P Car LT Light Truck 235 Tire width in MM (divide by 25.4 to get inches) 75 Aspect ratio (tire Height to Width) R Radial 15 Wheel rim diameter

Take 1st number, divide by 25.4 multiply by 2nd number (.75) multiply by 2 then add rim diameter to get total height of wheel and tire. Ex: 235 : 25.4 = 9.251 x .75 = 6.938 x 2 = 13.877 + 15 = 28.877 total height of tire and wheel.

Tires Date of Manufacture The last 3 digits of the DOT ID number indicate the week and year of manufacture. For the years 1990 to 1999 a triangle is placed after these three digiys (optional supplementary information) DOT XXXX XXXX 089

DOT XXXX XXXX 0102

1999

8th week of 1999

2002

First week Of 2002





ZF-ECOMAT TRANSMISSION

HP 500 (12V)





TRANSMISSION TYPE: ZF Automatic (5 HP 500 Ecomat with integral input Retarder) NO. SPEEDS: 5 Forward - 1 Reverse RATIOS: FIRST 3.43 (uses partial retarder when selected)

SECOND 2.01 ( " ) THIRD 1.42 (uses full retarder when selected)

FOURTH DIRECT " ) FIFTH 0.83 ( " ) REVERSE 4.84 ( ? ) LUBRICANT CAPACITY: 32 QUARTS (Including Oil Cooler) BELLHOUSE SIZE SAE #1 W/Adaptation to SAE #2 END YOKE 1710 SPICER TRANSMISSION CALIBRATION 2800 RPM DIPSTICK LOCATION

HOW TO CHECK TRANSMISSION FLUID COLD CHECK- Right after Engine start and right after changing oil and filter HOT CHECK - At operating temperature, Engine at idle.

Handle closest to the engine. This a long and skinny metal strip which could cause a Battery short if not pulled carefully. Markings are engraved on the bottom end of the stick. This hole also is the filler hole for the transmission.





TRANSMISSION

This Transmission in the Ecomat series consist of a hydrodynamic torque

converter based on the Fottinger principle, with a lockup clutch, a hydrodynamic Retarder and a rear-mounted multiple-speed planetary transmission.

The torque converter provides smooth starting without mechanical wear and compensates automatically for various load conditions by providing the necessary input torque.

The various gears in the planetary transmission are engaged automatically with no interruption in traction. Gearshifts are performed in response to signals from the EST 46 C /47 C electronic control unit. In response to various variables in the vehicle and transmission, the EST 46 C /47 C sends signals to the hydraulic solenoid valves which actuate the corresponding clutches and brakes.

A lock-up clutch in the torque converter provides a direct mechanical link between engine and planetary transmission after the vehicle start-up phase, thus eliminating the power losses seen in conventional automatic transmissions where the torque converter remains in operation all the time.

The hydrodynamic Retarder is located between the torque converter and planetary transmission. This means that braking force is dependent on the gear engaged. Therefore, full braking power is available even at low speeds. Braking torque can either be infinitely variable or divided into individual retardation steps.

Braking on downhill slopes or in city traffic can be carried out wear-free using the Retarder, as this is not a friction brake.





Transmission Oil Check detailed Check the Oil Level at least once a month The Vehicle must be standing level. Engine idle position (600rpm) Shift to neutral before measuring.





l Level Check at Operating Temperature





TRANSMISSION OPERATION The ZF Ecomat transmission provides five forward ranges, one reverse gear, and one neutral gear. Gear range selection is determined through the transmission shift selector located on the SHIFTER PANEL. The selector must be in N (neutral) position to start the engine. If the engine can start in any other position, the neutral interlock relay is defective and should be replaced as soon as possible. Use D position for all normal driving conditions so that the coach begins moving in first gear and up-shifts automatically into 2nd, 3rd, 4th and 5th gear. As the coach slows, the transmission automatically downshifts to the correct gear. Use 2 or position 3 when road load or traffic conditions make it desirable to restrict automatic shifting to a higher range. Use 1 or 2 when pulling through mud and snow or if required driving up steep grades. The vehicle must be completely stopped before shifting into Reverse. ACCELERATOR CONTROL Foot pressure on the accelerator pedal influences the automatic up shifting or downshifting within each driving range. When the pedal is fully depressed against the floor pedal stop, the transmission automatically up-shifts near the recommended governed speed of the engine. A partially depressed position of the pedal causes the up-shifts to occur sooner at a lower engine speed. Shift timing is accomplished by using an electronic automatic shift control unit in conjunction with pressure modulation linkage. This throttle-modulation method provides the accurate shift spacing and control necessary for maximum performance. TRANSMISSION OIL TEMPERATURE Normal operating temperature: 180º-210º F (85º-95ºC) Green Band Maximum for 5 minutes: 220ºF (105ºC) Retarder operating Temp.: Yellow Band; Maximum 293ºF (145ºC)

Extended operation at low vehicle speeds, with the engine at full throttle, can cause excessively high temperatures in the transmission. These temperatures may tend to overheat the engine cooling system as well as cause possible damage to the transmission. If excessive temperature (215 degrees F.) is indicated by the coolant temperature gauge, stop the vehicle and determine the cause. If the cooling system appears to be functioning properly, the transmission is probably overheated, shift to N and apply parking brake. Check transmission oil level. If OK, while in N, accelerate the engine to 1,200 to 1,500 RPM. This should reduce the transmission oil sump temperature to normal operating range within a short time. If high temperature persists, stop the engine and have the overheating condition investigated by service personnel. For additional information, see the ZF Operator’s Manual. The capacity on oil level check must be considered. A 2 quarts +/- is the maximum deviation from perfect Full. Any more or less will result in air foaming and eventually problems





TRANSMISSION MAINTENANCE

Transmission Oil Specification: Dextron II Change Capacity: 12-16 QUARTS Oil/Filter Change Interval: Initial 5,000 miles, 12,0000 - 18,000 afterwards

Filter Change Kit: ZF P/N 4139-298-038

RETARDER OPERATION USE OF TRANSMISSION RETARDER The Retarder is a hydrodynamic brake and application is recommended on lengthy down grades (maintain constant coach speed) and when slowing down from high speeds. The Retarder operation will increase service brake life and in emergency conditions assist in bringing coach safely to a stop. The Retarder is activated by the Retarder Hand Control lever by the driver's left leg and/or by the brake pedal when the main Retarder switch is in the ON position. This switch is located on the shifter panel. A safety circuit inside the transmission ECU makes it necessary to meet three (3) requirements for the Retarder to activate. 1. Shift selector must be in a forward gear range. 2. Coach must be traveling above 3 mph 3. Operator must have no pressure on accelerator pedal. If one of these conditions is not met, the Retarder will not activate. To activate the Retarder using the hand lever, make sure the above conditions are met and push the hand lever forward. To deactivate, pull the hand lever to it’s original condition. To activate the Retarder using the brake pedal, make sure the above conditions are met and the Retarder Switch is in the ON position. The first several degrees of brake pedal travel are only Retarder activation. This means the driver presses the brake pedal, the Retarder will activate prior to utilizing the service brakes. To deactivate, remove foot from brake pedal.

IMPORTANT

If the accelerator is accidentally pressed when the Retarder is engaged, the Retarder automatically dis-engages. Only when the accelerator has been re-leased will the Retarder

come back into operation.

CAUTION

Since Retarder operation normally raises the temperature of the oil, it is possible that the permissible oil temperature will be exceeded. Check transmission oil temperature using dash gauge. The green section is normal operating temperature. The yellow section is normal Retarder operation range. If excessive oil temperature is indicated (red section) the vehicle must be slowed with the service brake until down-shift is made into a lower gear or the Retarder must be switched oft completely.





RETARDER SWITCH When in ON position, the transmission Retarder will operate from both hand lever and brake pedal activation. When in OFF position, the transmission Retarder will operate only from hand lever activation. The adjacent indicator light activates when the Retarder switch is ON.

ALLOCATION OF PERIPHERAL PARTS





Legend for Schematic 1 = Relay 2 = Relay 3 = Temperature display instrument 4 = Relay 5 = Relay 6 = Input from vehicle's electrical system 7 = Retarder on/off switch 8 = Power take-off switch before converter 9 = Emergency switch 10 = Transmission shift selector pressure) 11 = AEM 6 electronic control) 12 = Plug connection 13 = Electric cable connecting pressure control unit and transmission 14 = Pressure modulation lever 15 = Tank for retarder filling 16 = Oil dipstick valve 17 = Solenoid valve for retarder 18 = Coolant connections 19 = Output 20 = Inductive sensor output 21 = Ring gear 22 = Inductive sensor turbine 23 = Hydraulic control 25 = Solenoid valves 26 = Pressure measuring point (pressure) 7 = Pressure measuring point (throttle) 28 = Pressure measuring point (retarder unit pressure) 29 = Pressure measuring point (main) 30 = Retarder control valve 31 = Solenoid valve for retarder operation) 32 = Electrical connection to solenoid 33 = Electrical connection (temperature tank sensor) for temperature display 35 = Compressed air hose for retarder control 36 = Connection for retarder control pressure switch 37 = Connection for retarder control and brake light pressure swtich 38 = Accelerator interlock cylinder with compressed air connection 39 = Pedal brake valve for retarder or service brake 40 = Retarder valve 41 = Kick-down switch 42 = Selector lever valve for retarder operation 43 = Throttle valve 44 = Load sensor for electric pressure modulation





NOTE

The following items are listed here for a easier reference in case of a transmission problem which was encountered on several occasions

TROUBLESHOOTING GUIDE

1. Engine cannot be started 2 Lockup clutch does not engage 3. Lockup clutch does not disengage 4. Transmission does not upshift 5. Transmission does not downshift 6. Reverse gear does not engage 7. Incorrect shift points 8. Shift Points too hard 9. Engine races during shifting 10. Retarder not functioning 11. Retarder does not cut out 12. Excessive Retarder effect 13. Retarder response time too long (responds too slowly) 14. Oil temperature too high 15. Oil loss, excessive oil consumption 16. Not enough traction 17. Transmission does not engage 18. Transmission engaged when shift selector is in neutral

NOTE:

The items in this troubleshooting guide are arranged in sequence, with the easiest checks and remedies listed first. Less frequent faults and time-consuming remedies are listed last.





Engine cannot be: started

Transmission shift selector not in neutral position Move shift selector to neutral

Transmission electrical system not correctly connected up Check plugs at shift selector and control Position correctly

Fuse of; transmission electrical system blown Renew fuse Starter lockout defective Renew relay Control box defective

Test output signal with PR-61 tester Renew control unit Lockup clutch does not engage - Inductive sensor (turbine) defective

Check internal resistance Renew inductive sensor - Inductive (turbine) sensor incorrectly set

Check clearance Set correct clearance Converter defective Renew converter - Hydraulics defective Renew complete hydraulic system - Control box defective Test signal output with PR-61 tester Renew control box

Lockup clutch does not disengage - Incorrect inductive (turbine) sensor setting

Check setting Set correct clearance - Inductive sensor defective

Check internal resistance Renew Inductive Sensor - Control box defective

Test output signal with PR-61 tester Renew control box - Hydraulics defective Renew complete control box

Transmission does not upshift

Converter defective - Renew converter Inductive sensor on output incorrectly set

Check setting Set correct clearance Inductive sensor or connection defective

Check internal resistance Renew inductive sensor or renew/repair wiring

Solenoid valve defective Test internal resistance with test cable Renew solenoid valve

Hydraulics defective Renew complete control box Control box defective

Simulate upshift with PR-61 tester Renew control box

Transmission does not downshift Incorrect inductive sensor setting on output

Check setting Set correct clearance Inductive sensor defective

Test internal resistance with test cable Renew inductive sensor and readjust

Control box defective Simulate downshift with PR-61 tester Renew control box





Reverse gear does not engage Solenoid valve defective

Test with test cable Renew solenoid valve Hydraulics defective Renew valve body

Control Box defective Test clutch indicator with PR-61 tester Renew control box

Incorrect shift points

Incorrect load sensor adjustment Check adjustment Adjust Linkage

Load Sensor defective Test Voltage with PR-61 tester Renew load sensor

Inductive sensor incorrectly set on output Check setting Set correct clearance Control Box defective

Test with PR-61 Renew Control Box

Hard Shifts Incorrect load sensor adjustment Check adjustment Renew linkage Hydraulics defective Renew complete control box

Engine races during shifting Oil level too low Check Oil level Adjust Oil level Solenoid Valve defective Renew complete solenoid valve Oil Filter blocked Renew oil filter, change oil,

consult ZF Main Pressure too low Measure main pressure at measuring point Consult ZF

Retarder not functioning Oil level too low Check Oil level Correct oil level

Retarder switch off Switch on Retarder No voltage in Retarder solenoid valve Test electrical system with PR-61 Correct electrical fault Loose electrical connection Check and tighten plugs

Brake pressure switch defective Test with PR-61 tester or voltmeter Renew switch

No air at Retarder solenoid valve Check air pressure at solenoid valve Check compressed air supply

Retarder solenoid valve defective

Unscrew solenoid valve, check air passage Renew Retarder solenoid valve Retarder control valve not operating

Check pressure R3 at measuring point 5 Consult ZF Control Box defective

Test with PR-61 tester Renew control box Transmission damaged Renew transmission





Retarder does not cut out

Retarder solenoid valve defective Unscrew solenoid valve, check air passage Renew solenoid valve

Brake pressure switch defective Test with PR-61 tester or voltmeter Renew switch

Control box defective Test Retarder output with PR_61 tester Renew control box

Retarder effort too low

Oil level too low Check oil level Correct oil level

Air pressure at Retarder control valve tool low Check air pressure at control valve

Retarder control valve defective Check pressure R3 at measuring point 5 Consult ZF

Retarder response time too long (responds too slowly)

Solenoid valve on accumulator defective Unscrew solenoid valve, check air passage Renew solenoid valve

No Voltage at accumulator solenoid valve Test electrical system with PR-61 tester Renew solenoid valve

No air at accumulator solenoid valve Unscrew compressed air supply to solenoid valve Check compressed air supply

Oil Temperature too high

Loose electrical connection Check and tighten Temperature sensor or temperature gauge defective Renew temperature sensor or

Temperature gauge Oil level too high or too low

Check oil level Correct oil level Lockup clutch not engaging see previous (2) Coolant circuit faulty

Check coolant circuit , check radiator Top up coolant, clean radiator Retarder does not cut out See previous (11) Transmission damaged Consult ZF

Oil loss, excessive oil consumption

Incorrect oil level Check oil level Correct oil level

Oil drain plug leaking Insert sealing ring Accumulator leaking Renew Accumulator

Not enough traction

Engine not reaching full speed or power Check governed speed and stall speed Check accelerator and governed

pressure linkage Converter damaged

Check oil level and stall speed Correct oil level, consult ZF





Transmission does not engage Control Box in safety lockup mode

Turn off ignition, restart engine Turn off ignition, restart engine Oil level too low

Check oil level Correct oil level

Control Box de-energized, loose electrical connection, fuse blown Test electrical system with PR-61 tester Reconnect, renew control box

Transmission shift selector defective Test with PR-61 tester Renew shift selector


Solenoid valve defective Check solenoid valve function and internal resistance with test cable Renew solenoid valve

Oil filter blocked Check filter, consult ZF Renew oil filter

Transmission locked Check oil filter, check oil level Consult ZF

Transmission engaged when shift selector is in Neutral

Shift selector is defective Test shift selector with PR-61 tester Renew shift selector


Clutch seized Check oil level, check oil filter Consult ZF





The following paragraph reflects a test drive in a Vouge Coach. The Blue-Bird is a lot heavier, ( 10,000 lbs. more) and consequently the performance will not be the same as the

Vouge, but the idea is the same as to the operation of the transmission. The Retarder operation is about the same as described.

Vogue utilizes a custom Crown chassis, supported in front by a massive Rockwell 941Q front axle, rated at 12,000 pounds. The rear is held aloft by another Rockwell axle rated at a hefty 23,000 pounds, while providing a 4.10:1 final-drive ratio. The entire coach rides on eight (two at each wheel) Firestone Ridewell air bags, with Koni shocks handling the dampening chores. The ride is very smooth and soft without sacrificing handling quality. Crown conservatively rates the axles at 10,000 pounds in front and 20,320 in the rear for a total gross vehicle weight rating (gvwr) of 30,320. With more than a 3000-pound payload, there’s plenty of load capacity in reserve. The trip across the scales showed that the front axle weighed 8280 pounds and the rear 18,980. Considering the coach’s overall weight of 27,260 pounds, the difference in left-and right-side weights of only 220 pounds is exceptional. The engine, a Detroit 6V-92T Silver, is a V-6 design, supercharged and turbo charged two-stroke diesel. Each cylinder displaces 92 cubic inches for a total of 552 cubic inches. With 330 horsepower at 2100 rpm, and a phenomenal 963 foot-pounds of torque at only 1200 rpm, the 27,000-pound Vogue felt like a frisky colt. The Detroit diesel was only part of the reason for the coach’s terrific performance. Vogue chose to mate the Detroit with a German-made ZF5HP6OO transmission. Diesels and automatic transmissions have never exactly hit it off. The transmission usually feels “mushy” as if little power is actually getting to the ground. The ZF eliminates this mushiness and maximizes the performance of the diesel. The ZF has five forward speeds, (fifth is a .83 overdrive) for a final-drive ratio of 3.27:1 and a lockup torque converter that locks up tight at 10 to 15 mph, eliminating slippage. The drive feels somewhat different. Actually, it feels as though there are six speeds. When the converter locks, there is a “kick in the pants” acceleration. When the big Detroit’s tachometer passes 1200 rpm, the turbo boost gauge hits 10 psi and there is another kick. The 0- to 60-mph acceleration times proves that this combination of engine and transmission realty works. The big Vogue consistently stopped the clock at 30.1 seconds; this is acceleration at a rate that would make many gas-powered Class A’s with half the weight turn green with envy. Passing times (40 to 60 mph) were just as impressive, stopping the clock between 18 and 19 seconds. Long mountain grades at altitude prove to be an easy task for the Detroit/ZF combo. It is amazing that a rig this heavy can pull a 6-percent, 4000-foot grade at 45 mph. (Seeing is believing. Ed.) The transmission shifts down to fourth (direct drive) gear and the turbo boost reaches 16 psi at 1500 rpm. The turbo tends to offset the effects of elevation. As the air becomes thinner, the turbo can actually spin faster and pump a comparable amount of air to the cylinders as it does at sea level. Combination mountain, city and interstate freeway driving netted 7.7 mpg; (Vagabond nets about 6.9 mpg towing a Jeep).





Interstate cruising yielded a fantastic 8.8 with the 150-gallon fuel capacity; the

interstate driving range is about 1300 miles. If you left Los Angeles with a full tank, you could roll into New York City with only one fuel stop! According to Vogue engineers, the mileage is attributable to two factors: precise fuel metering and the ZF transmission. The transmission, with its lockup feature, delivers all engine power to the rear wheels with none lost to torque converter slippage. One additional feature of the transmission is a “power/economy” switch mounted on the dash, which reprograms the shift points to a lower rpm. When the switch is flipped to the economy mode, the computer shifts the transmission at 1775 engine rpm, at full throttle. If the switch is changed to the power mode, the shift points are at full-rated engine rpm, 2100. I found driving in the economy mode adequate for 90 percent of all road conditions. The open interstate is obviously the Vogue’s forte. The Crown Coach chassis holds the road extremely well, requiring almost no steering correction. The 27,000-pound rig is impervious to passing semis and cross winds. Put together the combination of cruise control, the plush leather-covered pilot’s seat and superb steering, and it feels like the miles melt away. Listening to the high-quality Pioneer sound system also seems to shorten the drive. Communicating with other travelers on the road is accomplished with the Midland CB-radio system. A rig of this size requires serious braking. Again, the ZF transmission comes into play. Built into the transmission is a Retarder control. It operates hydraulically-sort of like a torque converter in reverse-stopping the vehicle rather than driving it. A dash-mounted switch activates the Retarder and when the brake pedal is depressed it goes to work. It was amazing to feel the Retarder pull the rig’s speed down. It was also amazing to see the transmission temperature soar as the hydraulic slippage soaked up the coach’s kinetic energy. The transmission normally ran 200 degrees F while driving, but Retarder-assist braking would cause a 60-degree rise. The gauge’s face was yellow-lined at 240 degrees and red-lined at 320. Repeated heavy braking never allowed the temperature of the Trans oil to exceed 260, testament to the huge water-to-oil cooler built into the transmission. The Retarder could also be used to slow the rig on long mountain downgrades. A hand-operated lever next to the push-button shift-control panel allowed the Retarder to be applied at any speed. The operation was smooth and effective. On a two-mile-long 6-percent downgrade, the speed was held at 55 mph with the Retarder hand lever applied about one-third of its travel. Trans temperature went to about 250 degrees F and stayed there. Full application of the Retarder pulled the rig down to 40 mph and held it steady while the Trans temperature rose to 260 degrees F On level ground from 60 mph, the Retarder would slow the rig so fast that it felt as if a hard brake application had been made, although the brake pedal was never touched.





FILTERS

For the Generator: Kubota Diesel Engine & Onan Generator AIR FILTER: NAPA # 6296 (shows as tractor item) WIX # 46296 OIL FILTER: ONAN # 185-2123 WIX # 51064 NAPA # 1064 FUEL FILTER: ONAN # 149-2106 WIX # 33392 Above filters can be bought (low price) CAL-OHIO LUBE PRODUCTS CO. in N. Lima, Ohio Phone # 216-549-2179

For the Engine: AIR FILTER: NAPA #6848 ($132.87) Fleetguard #AH1194 per Bluebird ($114.51) Farr # C=71338-1 W/L # 1258615 Caterpillar gets it from Delco Cranmake Auto Parts (out of business since 2001) OIL FILTER: CAT #9N6007 Changed to 1R714 AC DELCO # PF1056 FRAM - PH3545 W/L P/S3743481 WIX # 51798 FUEL FILTER PRIMARY: RACOR #2040 SM NAPA # 3209

Gasket set # Kit P/N 11-1413

FUEL FILTER: CAT # 1P-2299 Changed to 1R0750 W/L # P/N 223667 AC-DELCO # TP 877 WIX # 33352 TRANSMISSION FILTER:

#4139 298 936 Changed to #4139 298 038

(Racor Filter Colors- Brown 2 microns Blue 10 micron Red 30 micron (use the 30 micron Filter)





VAGABOND'S BELTS

Gates Number Blue Bird Number Power Steering Pump #9525 52 ¾ x ½ 1333061 Water pump #9525 Air Compressor #8521-9590 59 ¼ x ½ 1493519 Alternator #8521-9590 Fan Belt (1 set) #9480 48 ¼ x ½ 1333053 Freon (Compressor) #9463 46¼ x ½ 1396142 Geen Fan Belt Onan # 185-2275 HOSES: Radiator Upper BB# 1151703 Gates 26513 Lower BB# 1137256

Vagabond’s Capacities Cooling System 12 Gallons 48 Qts Oil Engine 5 Gallons 20 Qts Transmission 8 Gallons 32 Qts Rear Axle Diff. 5 Gallons 20 Qts Front Axle 1/2 cup each side.

Vagabonds Color Codes Body No. F 93335

Base 79773 Light 81575 Stripe 81573 Dark 81735 Other 81737





Vagabond's Parts Air Bag - Front FIR W013589448 Air Bag - Rear W013589105 Link Kit (Height Control) Day 334-751 Fan Clutch Air- (Horton) 79 00 30 (old 3 belt) number in-active Seal Kit for air clutch #994205 ($60.00) (two belt) system now Whole clutch assembly #980005 ($700 bucks)


chapter 9 · the maintenance log book is the record of all the maintenance items required ... (lpg...

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