RV.Net Open Roads Forum: Search

RV Blog

  |  

RV Sales

  |  

Campgrounds

  |  

RV Parks

  |  

RV Club

  |  

RV Buyers Guide

  |  

Roadside Assistance

  |  

Extended Service Plan

  |  

RV Travel Assistance

  |  

RV Credit Card

  |  

RV Loans

Open Roads Forum Already a member? Login here.   If not, Register Today!  |  Help

Newest  |  Active  |  Popular  |  RVing FAQ Forum Rules  |  Forum Help and Support  |  Contact  



Open Roads Forum  >  Search the Forums

 > Your search for 'cummins isb' found 19 matches.

Sort by:    Search within results:
  Subject Author Date Posted Forum
RE: Ford V10 revisions

Exactly. Take a low torque Cummins ISB @ 300HP/600TQ and the same MH with a Cummins ISC @ 300HP/950TQ and go climb the Rockies. It will be very apparent what number means the most. Now take a 20 HP farm tractor from the 50s and compare it to today's 25HP lawn mowers and see which one gets the job done. And lastly, you cannot figure HP without torque - HP = RPMxTorque/5252. Torque is a constant, HP is just a calculation. For my money, I'll looking for torque first, HP second. If the two 300 HP engines are operating at their maximum power point of 300HP, they'll climb the rockies equally as well. The RPMs may well be different, of course. Tractors are trickier because they have different jobs (I would not find it at all convenient to mow my yard with a 1950's tractor, nor would I pull a hay wagon with a lawn tractor that lacks the weight and braking power to safely control it) and are sometimes talking of different ratings (drawbar power vs. engine output power). If you really do want only torque for your motorhome engine, all you need to do is put a gear reduction between your engine and your transmission and you can have all the torque you want, as your formula demonstrates. You could then adjust your axle final ratio to compensate if you wanted. It wouldn't help the real world performance of your vehicle one bit, but you'd have gobs and gobs of torque on the spec sheet. Power is usually calculated from torque and RPM more because it's hard to measure directly, not because it's a less fundamental concept. Power is the rate of energy production or equivalently the speed at which work is done. Torque is merely rotary force; you can have torque with zero work and zero power. I've seen this myself when trying to remove stuck bolts and nuts; I apply as much torque as I can, but nothing moves.
DrewE 10/01/16 09:51am Class A Motorhomes
RE: Ford V10 revisions

Exactly. Take a low torque Cummins ISB @ 300HP/600TQ and the same MH with a Cummins ISC @ 300HP/950TQ and go climb the Rockies. It will be very apparent what number means the most. Now take a 20 HP farm tractor from the 50s and compare it to today's 25HP lawn mowers and see which one gets the job done. And lastly, you cannot figure HP without torque - HP = RPMxTorque/5252. Torque is a constant, HP is just a calculation. For my money, I'll looking for torque first, HP second.
Bruce Brown 10/01/16 05:04am Class A Motorhomes
Alliance filter globe

I have a 2011 Itasca 34Y with a Cummins ISB engine. I am looking for a place to purchase the globe that goes on the bottom of the Alliance 122-R50419 prefilter. I have not changed this filter before but it looks as if I would lose a lot less fuel (or get a lot less fuel on me) if I had a spare globe to install on the new filter before removing the old filter and globe. Any help in locating the globe or a better way to change the filter would be appreciated. Thanks, Bob
Robert Allen 09/12/16 08:04pm Class A Motorhomes
RE: Diesel ?

It should be driven, extended operation at idle is not recommended. Much better to occasionally get on the road for 20 miles or more to warm everything up and clear carbon and circulate the fuel. Prior RV was 36' Dp with Cummins ISB. Annual maintenance was about $200 DIY oil and filters change, lube chassis. Every 2-3 years, Engine Air filter, and Air Brake filter added about $100 each.. Having service done by a shop reported to be about $1100+... 22.5 inch tires are in the $500-600 range each. But: The Rear engine diesel is quieter, more stable and comfortable to drive. My ISB consistently got 11+ mpg.
hooligan 09/11/16 01:01pm Class A Motorhomes
RE: Class A with the Cummins 275HP engine?

Peak torque on your engine is probably in the range of 1,600 RPM. Pulling a load below that RPM is lugging the engine and not good for it. Have you tried downshifting manually when your RPM has dropped to 1,800 or 1,900 RPM and running in the 2,300 to 2,500 RPM range when pulling those hills? That is the general operating strategy I use with my 300 HP, 600 ft lb torque at 1,600 RPM Cummins ISB/5.9 powered coach. Works well for me, give it a try.
Fleet Man 09/07/16 05:33pm Class A Motorhomes
RE: Cummins isb 5.9 cooling system

I'm about ready to go through the cooling system in my 2001 Damon ultrasport before my next trip. Cummins isb 5.9, 275 hp, 24 valve rear engine. I'll be replacing all hoses, thermostat, radiator cap and of course the coolant. I already have the hoses and coolant, but while looking for the cap and thermostat, I read where some were going with a different brand than the manufacturer and were happy. Anyone out here replace these with stant or another? regarding your question I tend to like OEM when it comes to rad caps and stats . cummins stuff is hard to beat their quality
usersmanual 08/31/16 10:53am Class A Motorhomes
Cummins isb 5.9 cooling system

I'm about ready to go through the cooling system in my 2001 Damon ultrasport before my next trip. Cummins isb 5.9, 275 hp, 24 valve rear engine. I'll be replacing all hoses, thermostat, radiator cap and of course the coolant. I already have the hoses and coolant, but while looking for the cap and thermostat, I read where some were going with a different brand than the manufacturer and were happy. Anyone out here replace these with stant or another?
aintnothin 08/31/16 10:34am Class A Motorhomes
RE: Used DP, Miles vs Years

Also be sure to give that a good test drive. That has the low torque Cummins ISB engine in it. For many it has enough power, I'd want more. It is a fairly light unit so it may be just fine, plus you should see some decent MPGs with it.
Bruce Brown 08/26/16 07:15am Class A Motorhomes
RE: towing a full size car

I just pulled my CCSB 2007 duramax pickup from phoenix to dallas, with 2200# in the bed. Total weight of truck is 9800#. My coach has a 275 cummins ISB. Pulls like a dream. You were only 4,800 lb over your pull rating. The weight police will be showing up to your house soon. :) Did it stop like a Dream? Didn't you Dream about better MPG?
Triker33 07/30/16 10:54am Class A Motorhomes
RE: towing a full size car

I just pulled my CCSB 2007 duramax pickup from phoenix to dallas, with 2200# in the bed. Total weight of truck is 9800#. My coach has a 275 cummins ISB. Pulls like a dream.
glamisorbust 07/30/16 09:21am Class A Motorhomes
Anyone chip a Cummins ISB 6.7 XT?

Lately we've done a few trips pulling our enclosed trailer with our VW Golf R in it. That adds up to a tow weight of 6900 lbs. so we are lacking power big time. Has anyone installed an aftermarket power chip or tune to their 6.7L Cummins? Curious to know if it would make a difference. Cheaper than a different coach and we love our Newmar.
katoomer 07/27/16 07:04pm Class A Motorhomes
RE: 1999 Fleetwood Discovery Class A Overheated

Please tell us what engine you have. That will make suggestions a lot more relevant. But, as already posted, anytime you have a performance issue with a diesel, new fuel filters is the inexpensive, easy first step. A 1999 Discovery has the Cummins ISB 275 HP engine in it with the Allison 3000MH transmission. Getting a manifold crack is common. I never have had mine bounce up and down at idle. So at a loss with that.
Triker33 07/25/16 11:45am Class A Motorhomes
RE: Opinions please

Jim, you can't go wrong with the Monaco line, except when it comes to the Caymans. The Knight on up all use the 8 air bag system. Monaco tried a 4 air bag system on the Cayman and it's a ROUGH riding coach. Our friends have a 37' that I tried everything (within reason) to try and soften the ride. I made sure the ride height was correct, added Koni shocks and lowered the air in the tires to the minimum. It still knocks their clothes off the hook in the closets. The Cayman also comes with the Cummins ISB 5.9 and smaller Allison trans. On almost every Cummins engine you can add some additional horsepower, except in the Cayman configuration. Since it has the smaller trans you can't increase the HP. Lastly, the Caymans had a trailering arm issue (the two large arms that run from the frame to the rear end). They all eventually fail and are about a $3000.00 repair. They were a recall item, but Monaco went out of business before doing the recall.
DSDP Don 07/23/16 08:35pm Class A Motorhomes
RE: 2005 Newmar Dutch Star 4010- Update

I agree our Cat was faster off the line, but after a few hundred feet (if that) our Cummins is in another league. And I drive a lot more road miles than I do stop light to stop light. The Cat certainly did everything well, the Cummins just seems to do it easier - and it should. More cubes, more HP and more torque should = more performance. When we ordered our '03 the Cummins ISB (300/660) was the standard engine, we opted for the bigger Cat - same reason, more is better when it comes to MH HP. The brand isn't the difference IMO as they're both top notch units, the HP and torque are.
Bruce Brown 06/10/16 10:06am Class A Motorhomes
RE: trying to decide Class A or Class C (super?)

The tow ratings of DP motorhomes rival that of most Super C motorhomes. For example a Thor Palazzo 33.x motorhome has a GVWR of 26,000# and a GCWR of 30,000# with a tow rating of 10,000# the 35.x / 36.x versions have 28,000# GVWR 33,000# GCWR. Interestingly enough that is identical to the Seneca which is 28,000# GVWR 33,000# GCWR. However, with the Palazzo the base unloaded weight is around 21,000# or in some cases less. This means you have much more actual payload and tow capacity left over. The Seneca is much heaver due to it being a truck front. The other consideration is you get about as much actual living space in a 33.x (actual length 34.5') than a Seneca with an actual length of about 40'. The Seneca is based on the Freightliner M2 106 truck chassis. The reason for this is the entire front portion is not usable space. Now like all things there are exceptions in this. On the commercial Super C motorhomes they build their rigs on a Class 8 Volvo or Freightliner. They have 15L ISX engines, 18 speed Eaton manual or true truck automated manual transmissions some have the Allison 4,000 series truck transmission. They have live (powered) dual rear axles each rated at 20,000# with a split rear end (dual gear ratios). They have air brakes for the coach portion and air brakes for any trailer. The GCWR on these rigs is 80,000# just like an OTR truck. Typically, you can run 55,000# in the truck and 25,000# for the trailer. Those are "true" Super C motorhomes. They are designed for the racing circuit and shows etc. A factory built normal Class A or Super C with an Allison MH2500 and an Cummins ISB cannot ever match the power of a real Super C built on a Class 8 chassis.
msturtz 05/05/16 01:41pm Class A Motorhomes
Labor time guide for rv repairs??

I have an extended warranty that is arguing with the repair shop on hours to replace an alternator on a 2006 coachman cross country. It's a Cummins isb motor. They are only willing to pay 1.4 hrs vs the real time which is about 4 times that to do the replacement. I called freightliner and even the girl in the rv section said no way would that time be right unless the body was off the chassis. Anyone else go through this and get the company to get their head out of their buts on times to do repairs. Anyone work at a rv dealer? Is there a time guide like Mitchell's or all data for cars for rv's?? Thoughts I need to call warranty and selling dealer in morning to get this repair finished. Thanks
GTMADNS 04/07/16 07:20pm Class A Motorhomes
RE: class A devaluation

I can give you some actual numbers and the original purchase price was the primary driver of the purchase of this particular RV. We purchased a 2008 HR Vacationer XL with a 360hp/660ft.lb. Cummins ISB and Allison 2500 trans. This was not a real popular diesel pusher because it was on a leaf spring chassis. The MSRP was $158,000 and we purchased it for $103,000 out the door (NEW). The reason we bought an RV was for an extended search for our final retirement destination. We spent 9 months looking and another 3 months of shuttling back and forth from the original S&B to the new S&B for a total of 36,000 miles. I crunched the numbers and to stay in hotels and feed our selves for this same extended period of time would have run some where in the $35,000 to $40,000 range. When we decided we were not using the RV enough and it was time for it to go I contacted LD in Seffner and arrange the sale over the phone. We sold the RV for $67,000 give or take. The actual sales loss for owning the RV approximately four years was $36,000. I am not including maintenance or fuel costs because we would have had about an equal amount on the car we would have driven around the country. The RV allowed us to spend time in areas we were interested in retiring to and allowed us to "get the hell out of Dodge" if an area did not appeal to us. For our use it was well worth the cost. You have to decide if weekends at the lake, in another state, or any other place you want to visit is worth the expense involved in owning one of these depreciating assists/liabilities. The other thing a potential buyer needs to know is these figures are based on a cash purchase. If you have a loan against your self destructing hotel room on wheels the non returnable costs (interest, etc.) plus depreciation increase your actual costs exponentially. Randy
randallb 03/16/16 04:05pm Class A Motorhomes
RE: Class A Gas or Diesel

So I saw a mention of it earlier, but if one had to choose between a low end DP like a Winnebago Forza vs a gas unit, would that be worth the extra bucks? Or would you have to go to a higher level DP to make a significant difference. In other words, how would a entry level DP stack up against a mid level gasser? For us we started with a higher end gas and ended up with an entry level DP. It still has Corian counter tops but vinyl flooring and low end wood finishes i.e. photo finish. The OEM chose an Allison MH2100 transmission and Cummins ISB 300 rather than the more common MH2500 and Cummins ISB 340. This limits the maximum GVWR to 26,000# and GCWR to 30,000#. These types of compromises are common in this price range. Funny thing is the Freightliner Custom Chassis my OEM chose was actually a 28,000# GVWR 33,000# chassis but was "de-rated" because of the transmission. These sorts of compromises were ok with us because all gas units max out at 26,000# and GCWR of 30,000# but you are limited to a maximum toad weight of 4,000# for some and 5,000# for the rest. This would prevent us from towing our Suburban and possibly even our Acadia. This is where the compromises come into play. We chose to limit our options to units that have a 6,000# minimum tow rating. As it is our entry level DP has a maximum tow rating of 10,000# provided that GCWR and GVWR ratings are observed. We also don't like the long rear overhang and long turning radius of a gas unit. Now that we have our DP the ride is very nice compared to our former GAS MH. The long overhang of a gas coach is something people overlook. I guess it's because of the drive shaft, but it does add some complications.
barmcd 02/02/16 06:50am Class A Motorhomes
RE: Class A Gas or Diesel

So I saw a mention of it earlier, but if one had to choose between a low end DP like a Winnebago Forza vs a gas unit, would that be worth the extra bucks? Or would you have to go to a higher level DP to make a significant difference. In other words, how would a entry level DP stack up against a mid level gasser? For us we started with a higher end gas and ended up with an entry level DP. It still has Corian counter tops but vinyl flooring and low end wood finishes i.e. photo finish. The OEM chose an Allison MH2100 transmission and Cummins ISB 300 rather than the more common MH2500 and Cummins ISB 340. This limits the maximum GVWR to 26,000# and GCWR to 30,000#. These types of compromises are common in this price range. Funny thing is the Freightliner Custom Chassis my OEM chose was actually a 28,000# GVWR 33,000# chassis but was "de-rated" because of the transmission. These sorts of compromises were ok with us because all gas units max out at 26,000# and GCWR of 30,000# but you are limited to a maximum toad weight of 4,000# for some and 5,000# for the rest. This would prevent us from towing our Suburban and possibly even our Acadia. This is where the compromises come into play. We chose to limit our options to units that have a 6,000# minimum tow rating. As it is our entry level DP has a maximum tow rating of 10,000# provided that GCWR and GVWR ratings are observed. We also don't like the long rear overhang and long turning radius of a gas unit. Now that we have our DP the ride is very nice compared to our former GAS MH.
msturtz 02/01/16 09:37pm Class A Motorhomes
Sort by:    Search within results:


New posts No new posts
Closed, new posts Closed, no new posts
Moved, new posts Moved, no new posts

Adjust text size:

© 2016 CWI, Inc. © 2016 Good Sam Enterprises, LLC. All Rights Reserved. | Terms of Use | PRIVACY POLICY | YOUR PRIVACY RIGHTS