-
Saw 3 Newells eastbound o...
Forum: Newell Sightings
Last Post: Jack Houpe
26 minutes ago
» Replies: 1
» Views: 28 -
New to Newell and........
Forum: Please introduce yourself
Last Post: Jack Houpe
34 minutes ago
» Replies: 6
» Views: 156 -
New User and hopefully ne...
Forum: Please introduce yourself
Last Post: Jack Houpe
38 minutes ago
» Replies: 1
» Views: 11 -
ZF Suspension-RL-85/E and...
Forum: Suspension/Tires/Wheels
Last Post: hypoxia
Yesterday, 11:37 AM
» Replies: 64
» Views: 5,656 -
VDO Calibration number
Forum: Engine and Transmission Monitoring Systems
Last Post: Richard
Yesterday, 07:49 AM
» Replies: 4
» Views: 83 -
EZ Steer aka ZF ReAX Info...
Forum: Suspension/Tires/Wheels
Last Post: RobSC
Yesterday, 05:26 AM
» Replies: 1
» Views: 39 -
Aluminum Outerwall Thickn...
Forum: Exterior
Last Post: hypoxia
05-04-2024, 08:59 AM
» Replies: 0
» Views: 45 -
How are your mini splits ...
Forum: Air Conditioning
Last Post: Jonestead
05-03-2024, 03:51 PM
» Replies: 11
» Views: 383 -
Airbags Bellows
Forum: Suspension/Tires/Wheels
Last Post: Ole
05-03-2024, 02:01 PM
» Replies: 15
» Views: 310 -
window rubbers for our Ne...
Forum: Exterior
Last Post: Richard
05-03-2024, 01:38 PM
» Replies: 1
» Views: 48
- Forum posts:63,485
- Forum threads:7,613
- Members:3,381
- Latest member:Acruz
These valves leak over time & need replacement. This part number is for the valve minus the coils which unscrew from the current valve and screw onto this new one. Normally the coils are good, so no need to cut into the electrical.
It is a Ingersoll Rand Part #A212SD-OOO-N
I ordered from Zoro and received it in one day.
https://www.zoro.com/aro-solenoid-air-co...lsrc=aw.ds
SCS a/c control board professionally rebuilt $500.00 from 1997 Newell basement air
Replacing the starter on the Kohler 12.5 kw generator in my 86 coach . Old starter is a Delco Remy which has " S" and "R" terminals on the solenoid . The "S" terminal connects to #5 wire from the control unit, obviously the start wire. The "R" terminal connects to # 8 wire and the wire to the run/stop solenoid. The replacement starter has only a single terminal for start .
My question : Can I simply connect the # 8 and run/stop wires to the starter field terminal ? Or should I add a relay to power said wires when starter switch is engaged ?
Would rather not smoke the controller or other parts .
Thank you,
Chris
Rudy, Steve, Mike & Jeannie joined Cindy and I to see the Blue Angels. Outstanding performance!
On my coach the red level light stays on when the key is on or running. Not sure what the light is for?
Its amazing how far we have come over the past 6 years. when darlene and i started NewellGurus in the summer of 2012 we never imagined what it would become and the friends and associations that would come with it. I appreciate my incredible admin/moderator team that keeps everything running smoothly. darlene and i appreciate each and every one of you.
thank you for being there for us and for others.
tom & darlene mccloud
05-08-2018, 09:09 AM
Forum: Coaches for Sale (Please read the info in the Category description)
- Replies (7)
3 Slide, new Allison 6 speed transmission, hardwood floors except marble in bath and a half. Mid entry.
https://www.rvtrader.com/listing/2003-Ne...5002674818
I've learned a lot since I've wrestled with two instances, on pretty much level ground no less, of the trans temperature gauge indication very slowly but persistently rising until I got uncomfortable. I had the transmission checked by 2 Allison service techs who found the transmission to be in excellent condition and operating just fine. So I changed out the trans temperature gauge and sensor. I've subsequently driven two 230+ mile legs (length similar to when this problem arose) with nothing but sensible readings. Along the way with lots of research I've learned a lot about how all this stuff works together for managing the transmission operating temperature. What follows is for posterity.
Transmission heat is exchanged between a flow of transmission fluid flowing from the tranny through a coil in the bottom (the coolest part) of the radiator. Since these transmissions don't work as well in really cold weather (in fact they may refuse to shift into gear at all) using warm coolant from the engine allows faster warming of the transmission to an acceptable temperature. Then as the transmission heats up due to driving it is then cooled by the engine coolant. The amount of trans fluid flowing through this circuit increases a lot when the converter or retarder is active since these services generate a lot of heat.
The temperature reading on our dash is reporting on the fluid coming out of the transmission after that fluid has passed through the converter, whether active or not, and is on its way to the radiator coil for heating or cooling. When that fluid returns to the transmission its pressure is regulated and then used for lubrication after which it drops into the oil pan for recycling by the transmission oil pump. The external oil filter operates on an entirely separate branch of flow off the oil pump. There is a sensor in the oil pan that is used by the ECU to trigger the check transmission light and prevent shifts when it senses above 270F.
On a 70 degree day on flat conditions at 62mph the temperature gauge varied between 135-150G with the Silverleaf reporting an engine temp of 178-182 and a manual IR gun check of 116F at the bottom of the radiator (obviously is was not while on the highway, I can't run that fast especially while reaching under the back).
Thermodynamically, the engine and transmission are a complex network of heat loads and rejection. In highway driving conditions, heat is added to the engine coolant, in order of occurrence, by the transmission coil, the engine oil cooler, and the engine water jackets. Depending on the coolant temperature the thermostats then bypass some of the coolant around the radiator in an attempt to maintain a temperature of 180F at the inlets to the thermostats. There is no thermal control of the transmission fluid except through the relative temperatures of the of the fluid and the engine coolant at the coil in the bottom of the radiator. Ordinarily, the heat generated in the transmission is quite low compared to the engine so the transmission has little overall effect on coolant temperatures, except when the converter is active and is so for an extended time such as climbing a mountain. In those circumstances the engine is also generating a maximum of waste heat so the combination can exceed the radiator's capability. In those circumstances we need to slow to the point where the transmission will work in a converter lockup mode to minimize the heat creation.
And this brings me to the latest thing I've learned. On my dash is an indicator telling my the gear selected on the gear selector panel and the gear the transmission is currently in (labeled "attained" on the indicator). Between those two indications is a symbol I never noticed before that tells if the converter lockup is on or off. This is really helpful in knowing the full shift status, especially in long uphill pulls as noted above.
I've also learned there are three shift patterns ( I thought there were only 2) for the HT-741 for on-highway use:
1C-2C-2L-3L-4L Used primarily on buses and RVs
1C-2C-2L-3C-3L-4C-4L Used primarily on trucks
1C-1L-2C-2L-3C-3L-4C-4L Used primarily on high gross trucks
I've experienced the top two and personally prefer the second one, the shifts are less harsh and the engine RPMs are kept higher and there is less a sense of lugging. The second one will shift quickly to lockup mode with light throttle so not a lot of fuel mileage is lost with a light foot on the throttle if desired.
Now I know more about this than I ever knew I wanted to know. If my explanation is somehow not clear, no big surprise here, please feel free to ask.
05-07-2018, 07:25 PM
Forum: Coaches for Sale (Please read the info in the Category description)
- Replies (1)
Quad slide, rear bath, front entry, Cummins ISX 650 HP, Allison 6 speed transmission.
http://www.newellcoach.com/newell-coaches/coach-1434/
$1,099,000