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 > Your search for 'cummins isb' found 22 matches.

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  Subject Author Date Posted Forum
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
RE: If you had to buy again today...

I have a Tiffin Red 38QRA with 340hp Cummins ISB. I will not buy another with less than 450hp ISL. is this one adequate ? Yes But there are times especially when passing that more power would be a safer route. This info is good to know. Thanks
Chowan 12/10/15 05:06am Class A Motorhomes
RE: If you had to buy again today...

I have a Tiffin Red 38QRA with 340hp Cummins ISB. I will not buy another with less than 450hp ISL. is this one adequate ? Yes But there are times especially when passing that more power would be a safer route.
nevadanick 12/09/15 07:54pm Class A Motorhomes
Monaco blinking "Warning" light

I have a 2008 Monaco Cayman with a Cummins ISB 6.7 L Engine, about 50K miles on her clock. On our recent trip from Saskatoon, SK to Victoria, BC we started having a new light blinking for about the first 20 seconds the key is on (no need to start the engine, the light still goes out). In that time period this "Warning" light goes out and never returns until the engine is turned off and restarted. The engine is running perfectly and all the gauges are showing proper results. I'm wondering if I might be able to cure this by just removing my starting battery ground straps for a few minutes? This method rebooted my 2012 Ford Explorer once when it got confused. Just switching off the power switches doesn't work. There is still some power available even with the switches off. According to my manuals this light usually is triggered by low coolant or water in the fuel. My coolant was down to the minimum level, but not below. I filled it to the maximum. The light still blinks? Has anyone had success rebooting Monaco electronics?
jim.smithjr 11/22/15 10:22pm Class A Motorhomes
Cummins ISB fuel pressure gauge install to monitor VP44.

My 1999 Holiday rambler endeavor has given me a few problems starting over the last few months. Since it did not come with a fuel pressure gauge and has the dreaded VP44 pump, I decided to install a gauge so I can watch it when I drive. It took me about a day of labor to put it in. It wasn't hard, just time consuming running 3 wires from the lift pump(fuel pump) to the driver's area. I had to take the dash all apart to find constant hot, switched hot, ground and headlight for the dimmer light on the gauge. I bought everything from glowshiftdirect.com They are a great company with excellent service and products. The gauge, pod, wiring, fittings and every single part I needed were purchased from them. The total was around $130 for parts. I'm happy to report that with the engine idling, I am getting about 11psi. Under WOT I am getting about 8psi. I called cummins to confirm these being acceptable and they are completely normal numbers. I have the cummins ISB 53 block, 5.9 275hp. This fuel pressure gauge is in my eyes, very important. Just wanted to give a heads up to any owners that have this engine about the gauge install.
glamisorbust 10/19/15 11:22am Class A Motorhomes
RE: Is 330 HP enough for a 37-40' DP

I have strong opinions on the HR endeavor. I have a 99 model, my brother has a 99 model, and my dad has a 2001 model. All coaches are built with exceptional quality, you'd be very happy with one. Both my brother and I have the Cummins ISB 275 and we are both happy with the performance. He pulls a 3 horse trailer and I pull a large flatbed full of desert toys. My dad has the CAT 350 and it has a little more power than ours, but I wouldn't say it's a huge, mind blowing difference. And I have driven all 3 extensively. I pulled mine over a truck scale fully loaded and it was 36,600# with trailer. Pulls that load at 75 mph no problem if you want to. I'm more comfortable at 65 though. All 3 of our coaches are 38' in length.
glamisorbust 10/02/15 08:39am Class A Motorhomes
RE: Is 330 HP enough for a 37-40' DP

OP, those are the years where DPs started gaining weight, even becoming overweight resulting in very little CCC. Behind a cabinet door there should be a sheet with the amount of CCC which IMHO needs to be 3,000+ lbs. You cannot compare a 5.9 pushing 19,000 lbs to something that's closer to 30,000 lbs so without knowing the weight it's just a guess. Yes the 1HP/100 lbs is a good ratio BUT I know of three different 330 HP MH engines but there are big torque difference: Cummins ISB 6.7L at 800 ftlbs but not in the years you are looking at. Cat 3126/C7 7.2L at 880 ftlbs Cummins ISC 8.3L at 1000 ftlbs. Although I made a lot of money with Cat heavy equipment, I prefer the Cummins ISC over the Cat C7 which started in 2004 plus the ISC has more torque as it's over a liter larger. I prefer the 8 airbag Monaco/Beaver/Safari/HR chassic over the 4 airbag Freightliner/Spartan. I feel they handle better on curvy roads and on windy days.
Ivylog 10/01/15 12:16pm Class A Motorhomes
Freightliner Chassis Noise Question

RV Class A Motorhome information 2008 Winnebago Destination Freightliner XC-S chassis 340 Cummins ISB 6.7L Mfg date: 04/07 I purchased this vehicle last year & the chassis/coach has passes Maine State Inspection twice. Overall, I am a satisfied owner. I do have one concern about a noise that I am hearing/feeling below the drivers area. When accelerating or slowing down, I am hearing a sliding linkage traveling between two points. First the sliding sound, then a clearer bell sound when an end stop is reached. My own, limited experience, visual inspection from above & below is inconclusive. I will continue to research these symptoms on line. Any clarification, explanation or recommendation that you can provide will be greatly appreciated. This is what I have voice & emailed to Freightliner. Any & all experience, insight and/or perspective will be greatly appreciated. Also, are there any other online forums that may be useful? Cheers from somewhere else in Maine.
Big_Blue 08/01/15 12:45pm Class A Motorhomes
RE: Given choice gas or diesel powered fill time coach

Diesel today here in surprise, AZ(phoenix suburb) is $2.59 and regular unleaded is $2.85. And the oil change on my cummins ISB is 17 quarts and a filter. Not much more than a gasser and it will last 10-15k miles.
glamisorbust 07/22/15 05:29pm Class A Motorhomes
RE: 99 Holiday rambler Endeavor,.. First DP?

That sounds like a lot of miles for that year. I have the exact model you're looking to buy and it's a gem. We really like it. The 5.9 cummins is a great engine, but there are a few things to look for on it. First thing is the VP44 fuel injection pump. They are known to fail when they are starved for fuel. When and if the lift pump(fuel pump) starts getting weak or fails altogether, it will take out the injection pump also. This is around $3,000 to get replaced. The lift pump is around $50 for a stock one. I would ask him about the injection pump to see if it has been replaced, along with the lift pump. Second issue is the 53 block, google it. About 50% of these cummins ISB's were made in brazil, and they were cast with a large "53" on the side of the block. These blocks are known to crack and start leaking water. If it's not leaking by now it probably never will. But you need to let the engine warm up and cool down properly to avoid a problem. Mine has the 53 block and I have not had a problem. The holiday rambler endeavor is an awesome coach. You'll love the large single slide, air suspension and air brakes. The build quality is far above average. For $25k you can't go wrong. Take it for a drive and see if it checks out. The 5.9 cummins if it's running good now should go twice as far if not more as it already has. Diesel engines last an incredibly long time. The power from that engine is pretty impressive as well.
glamisorbust 07/21/15 09:29am Class A Motorhomes
RE: Thinking seriously about a used DP, never had a diesel

I think you'll really like the cummins ISB. We also have two GSD's that come along with us. They really like being able to roam around while we're driving to our destination. The exhaust brake is important even on flat land. I would not be afraid of a little delamination. How much are they asking for the unit? Should be in the $30-35k range. Get ready to sign the papers after the test drive. You won't believe how quiet and smooth it rides. Oh, and regarding fuel mileage. The ISB in mine gets about 7.5 mpg in the mountains, hard on the throttle, climbing and towing a CRV. On flat ground, 60 mph, I have gotten around 10 mpg. 60 mph is the sweet spot for mileage.
glamisorbust 07/18/15 01:30pm Class A Motorhomes
RE: Newer diesel engines

I read the book, don't idle more than 10 mins. . That is called wet stacking. Idling diesel engines is BAD and leads to excessive engine wear. So for those guys at the campground who crack up their diesels at 5am and let them idle for an hour, you're doing damage to your engine as well as annoying other campers. A little more to that I think, OTR diesel trucks will sit and idle for hours at a time sometimes with no apparent harm. The manual on my 2013 Cummins ISB says not to idle for "extended periods". I once called Cummins and asked for clarification on what an extended period is. I was told not to idle it more than 10 hours or so. It was important to me at the time because I was boondocking and my generator had quit. I had to run the main engine to keep the batteries charged. I should have asked if it would regenerate if I used the cruise control to elevate the idle while parked. Idling is not good for engines and I try to avoid it as much as possible except for brief warm up and cool down periods.
Groover 07/16/15 03:03pm Class A Motorhomes
2006 Holiday Rambler Neptune 34 PDD (pros/cons?)

Hi, Going to look at a used 2006 34' HR. ~40K miles. Nada Retail $. What are your opinions on this model? Pros/Cons? 1. Roadmaster 204" chassis: GVWR 26.500. GCWR 33,000. Front 9500. Rear 17,000. 22.5" tires. 7K towing. Is Roadmaster comparable to Freightliner? Is 34' too short for a pusher? 2. Allison 2500 transmission. 7K towing. Is this sufficient or do I need the 3000? 3. Cummins ISB 300. Thanks in advance.
nomad 289 07/15/15 02:23pm Class A Motorhomes
RE: searching for a coach

Too much air in new tires especially will give loose handling but if the pressures are around 100 psi then there's probably something else wrong. 340 HP will be a Cummins ISB 6.7L engine... a good LITTLE engine but less than 700 ft lbs of torque. A Cummins ISL (400-450 HP) 7.9L engine is limited to 1250 ft lbs as that's the max for the Allison 3000 tranny. 340 compared to 400 not a big increase, but 690 to 1250 is a huge difference. Maybe in your coach.... I run 110 in the rear and 120 in the front AS RECOMMENDED by CC!
Sully2 07/11/15 10:29am Class A Motorhomes
RE: searching for a coach

Too much air in new tires especially will give loose handling but if the pressures are around 100 psi then there's probably something else wrong. 340 HP will be a Cummins ISB 6.7L engine... a good LITTLE engine but less than 700 ft lbs of torque. A Cummins ISL (400-450 HP) 7.9L engine is limited to 1250 ft lbs as that's the max for the Allison 3000 tranny. 340 compared to 400 not a big increase, but 690 to 1250 is a huge difference. http://cumminshub.com/img/figures/2010-cummins-graph.png width=500 Cummins ISL http://www.engine-trade.com/uploadfiles/Performance-Curve-and-Drawing-of-CUMMINS-ISLe300-30-Diesel-Engine-for-Vehicle.jpg width=500
Ivylog 07/11/15 05:42am Class A Motorhomes
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