Greetings from Lake Conroe, Texas! My wife and I are the "proud" owners of a 1997 Fleetwood American Eagle 40' single axle coach which we purchased from the original owners just over two years ago. I have done a huge mechanical and interior cosmetic make-over and we are both very satisfied using it in a non-fulltime basis. However, we would be interested in a larger coach if we fulltime at some point in the future if we can find something significantly nicer. I am curious to know your opinions of what makes late model Foretravels significantly better than say a new or nearly new American Coach, Newmar, or Entegra coach. Recently, while camping at Guadalupe River State Park near Boerne, Texas, we stopped and toured a brand new 2013 American Eagle and we both were VERY UN-impressed. We actually thought we would be drooling but found our coach to have a significantly higher quality build. It was a real disappointment. Any comments regarding newer Foretravel coaches would be most appreciated! THANK YOU, Jeff...
Sorry we missed you ... we were just at Lake Conroe at the Thousand Trails location there. You could have "toured" our '02 U320 40' and made some comparisons. My best suggestion to you, if you hve not already done so, is to come to Nacogdoches to the Factory ... take a tour ... talk to some folks and perhaps spend a night or two in the parking lot here at Camp Foretravel. Come drink the kool-aid!!!
It is not what you see but what you do not see. The wires are all numbered and are single runs. They semi monoque chassis is not a raised rail and that is huge as well. The non slide units are monoque chassis. They are designed so that they are easy to work on. They are engineered not using the lowest cost item to hit a price point but they price it based on a level of quality and man hours making a superior coach, so the design and construction is a bit different. Insides the coaches are all wooded and the number of remodels of older coaches. The sizing of the engine and transmission and the retarder is also a difference. Add in the size of the water and black and grey tanks as well as fuel. I have 110 gallons of water the same for grey and 80 for black. I have a 198 gallon fuel tank and a 12.5 KW generator. I also have three AC units up top all with heat pumps and the big aguahot as well. The other major thing is that they drive better than the raised rail units. I think a CC and Monoco Signature will drive similarly though. I believe that if you want a step up from a FT you will be looking at a Newell or a Prevost. They have the same things we do but the Newell has air doors and a different layout.
Oh and add one other thing, most FT owners drive their coaches. I have over 300K miles on my three coaches and this one has 140K and I expect to hit 500 before I trade it for another coach.
I agree with Carol. You need to go to the factory and tour some coaches. Or at least find some nearby you can look at. Also look at the Foretravel and Motorhomes of Texas websites. Have fun.
Mark
Don't forget the outbound-mounted air bags for ride and leveling... The Foretravel chassis is something none of the other brands has.
We are on our 3rd Foretravel... many old timers are like on their 8th Foretravels... enough said.
One of the things that seems to surprise SOB (Some Other Brand) owners the most is that we typically leave all of the bathroom and kitchen items on the counters when traveling. The ride of our Foretravel is so smooth and solid it requires very little prep when we get ready to move. I think it is the outboard air bags that really makes the difference in a Foretravel. It doesn't feel sluggish and heavy like driving a tank, it is smooth and comfy more like a limo.
Gee, I think I like my Foretravel and its 20 years old.
Most Foretravels are custom ordered. Foretravel in their best years rarely built over 100 coaches. Regardless of the model, they are built on the same assembly line by the same people, with the same level of dedication and components. The difference between a high end and a low end Foretravel is engine & trans choice, options and which wood is used (oak or walnut). Its one of few coaches that came standard with a trans retarder. 8 airbag outboard air suspension, 4 wheel disk brakes. On each Unicoach!
American Coach models like yours are good, solid coaches. Later on they cut corners.
Foretravel made some changes which saved some money (and weight) like the shift from all walnut walls, but I wouldn't say they cut corners. If anything they were hurt by being slow to adopt newer technology, like IFS, full body paint, slides, increades towing ratings, etc.
Jeff,
It would be nice if your inquiry draws some of our newer generation owners out of the woodwork, but I can't resist offering a few personal observations.
We spend roughly 6 months in a nice Class A resort in FL each winter RiverBend Motorcoach Resort (http://www.riverbendflorida.com). I enjoy helping fellow resort owners and guests, working out coach problems with them, and I have spent considerable time working on Newmars and Americans over the past several winters. I'm not as familiar with Entegras (very small population). I've got several TS horror stories, but you didn't ask about Supremes.
When you say " I have done a huge mechanical and interior cosmetic make-over.............", do you mean "you" or that you have had others do it for you? If it is "you", you would be beside yourself with joy over what is below the surface in a Foretravel, as opposed to what is below the surface in an American or a Newmar. For instance:
- The reason that doors and cabinets go "thunk" instead of "tink" or sound like a thin container of loose parts when the entry door is shut.
- Solid, rugged, well laid out, accessible-for-maintenance design and implementation of design with livability and long term maintenance in mind. Many American Eagle and Heritage work situations have required more time disassembling to gain access, than the actual time to repair an item. The Fleetwood Hydra-Hots and battery bank electronic switches on Americans are notorious for this.
- The quality and depth of the on-board documentation that comes with every Foretravel coach
- The fact that there are not multiple DC fuse and breaker panels and nomenclature and drawings and ways of installation, depending on whether it was the chassis guy or the coach guy that designed it and installed it. Foretravel is all one philosophy, has one way of doing things and the drawings and the most commonly needed and used "build" documentation comes with the coach. Many people at the factory can answer almost any other question, using the same the same type of "build documentation" that has been done the same way for every coach built for decades and it is always available from the same factory that has been in operation for decades.
- It is of incredible valuable that you can call Foretravel and either talk with the person who designed it or to someone who can find out anything you want to know about your coach. My experience with American, Entegra and especially Newmar has been that the owner and I frequently spend days trying to find someone who can figure out what they actually put on the coach and then (if and when I or we find it ourselves and they are told what is there) they are sometimes not able to figure out which of several different ways it might have been wired or plumbed (no build documentation for that item).
- Americans, Entegras and Newmars all have sharp corners on their slides (many scars to prove it) and easily accessible (through the slide openings) bellies full of ants, geckos and tree frogs. Not so with Foretravels.
- I know that the Fleetwood American Eagles and Heritage now have the Aqua Hot as an available option, at least from 2012 on, as opposed to the earlier years where Fleetwood often used the Hydra Hot with the small volume tank and the small electrical heating element. That small setup is hard on neighbors, in any park, because it requires the running of the Hydra Hot, and its associated diesel fumes, each time water is drawn for even a quick, simple shower. Standard Foretravels have enough tank capacity and electrical heating element capacity to avoid this.
- Americans have yards of gooey, chemically unstable electrical tape holding their power seat connectors together. But the connectors (on several years at least) are built too short and pull apart when the seats are swiveled. It is a major task to rebuild them, especially without drawings and Decatur's guidance is that it could have any of several different connectors and wiring designs and they aren't sure which one was used.
Jeff, that's a few of many dozens of examples that I could give you. As John has said, nothing will equal a FT in handling. AS Michelle has said, the outboard air bag design (and IFS) lead to unquestionable ride and handling superiority. Only Newell and some Prevost conversions (Liberty and Millenium) will come close. I've been around them all and driven them all. But, the Newell and Prevosts are vastly heavier, lethargic, different design philosophies, bigger bucks and are generally, far less friendly to full timers.
I don't know your level of "hand's on" interest or what level of involvement you are looking for (owner only, operator, driver, engineering, mechanic, routine preventative and corrective maintenance, some, all, none?). Carol's suggestion to go to the factory and "Drink the Kool-Aid" may be far more meaningful. You may then immerse yourself to the appropriate degree and move forward accordingly.
I'd be pleased to help more if any of what I have is of value to you.
Sincerely,
Neal
Neal, did you also have the opportunity to help with any Wanderlodge LXi's in the 2000 to 2003 vintage? Just curious.
Dick
Dick,
There are a couple at RiverBend, but I've not gotten involved with any here. Just one in NH. That task was straight forward, but required some factory support
Factory support was decent. It still existed in the Perry GA area, at that time.
That's gone now and I don't know how the purchase of the "intellectual property" and spares by Parliament in Clearwater FL has turned out. They have also filed and passed through bankruptcy since I last looked for support.
I have driven BB LXI's and they are even heavier and more lethargic than Newells and Prevosts. The exception would be the BB M38's "aluminum uppers" coach experiment that BB tried for a few years (and then abandoned).
Not much help, Dick. Sorry.
Neal
After selling top of the line rv's for almost twenty years and I was able to take the used rv's out to use personally for extended trips my opinion is different and stops around 1995. Seems nothing has changed. The better made ones other than Foretravel are gone or no longer better made.
I was and am an off roader and dry camper so my extreme uses show any limits in the coaches.
The best fit and finish were always Foretravel and even more extreme was country coach.
Cc was was a welded unibody coach. Foretravel is a bolt together out of sub assemblies coach.
The Foretravel flexes. The cc does not. Foretravel was lighter because of it in the early days.
No manufacturer of chassis will mount the suspension bags in line with the tires because of the potential liability if a tire fails twenty years later. So the narrower suspension sways more on corners and opposing truck traffic causes coach upset and weaving.
I personally showed monacos executives the spread air bags long ago at the la rv show and as they had to build their own chassis at that time they thanked me and copied it with great success. Poor dimensional build quality was there unfortunate byproduct. Measuring with tape measures kind of stuff.
All rail coaches used outriggers across the frame to hang the storage bays "saddlebag" style. Less insulation in the compartment floors and walls and the rail obstructed the bays.
Tanks were up and down the chassis versus left and right close to the rear axle in a non rail chassis.
As to why everyone did not build like cc and Foretravel my info was the chassis builders gave the coach builders the chassis on credit terms. Some very long term. So to build your own you had to pay off all the chassis and then spend your money to engineer your coach with the chassis integral in the body shell.
I was out of rving for 18 years with no thought of a coach until my old friend and salesman roger Tischendorf called me and asked if I wanted a mid door unicoach u320 40' with the redtop 450, aquahot and flat floor and dual pane windows with the thicker walls. Hmmmm,.
Drove the coach and bought it with a few warts. I was the sales manager and the product guy. And sold every brand in the business except vogues. ,
Lots of details and upgrades are being done on my 97 but it brings a smile on my face every time I drive it. And use it.
I am proud of CM and Marie and Ray Fore for building this coach. Enough so I would buy it well used with things that need addressing without a second thought.
The older eagles actually drove well and had nice floor plans but personally I would not have purchased any rail coach other than a marquis for the build quality. Or a cc or the Foretravel.
The drive ability and build quality outweigh the other points after a few coaches. Hard for a Foretravel owner to change horses.
The well used coach I purchased makes me very happy to own as its faults are all fixable systems not basic design issues.
I appraised used rv's for a living for many years and told countless customers I would pay for their used coach exactly how well made it was.
Bought many a used Foretravel sight unseen. Rare to have a problem. Other brands? No. Needed to see it and drive it and sometimes run it through the shop first.
Bob
True story. Was looking to buy a 1999 American Eagle, negotiating price with dealer. Saw a 1989 OREG 36' advertised locally. Said what the heck, no clue what that was, pictures looked good, lets go see it.
Always have liked to buy quality that has already taken the depreciation hit. Saw FT quality vs. the Eagle and in a moment of passion decided to go FT. On my third, and glad of it! Probably a while before Dave Head gets a chance to buy it. Rather upgrade than trade.
Not perfect, what is? But the best for me.
I am on my third too and am upgrading as well.
Parliament today is small and focused on service and consignment. Not a lot of techs, but I think the ones they have left know what they are doing. They seem do do more Prevost work still than FT or BB.
Saw a handful of Blue Birds there last trip, mostly consignments.
Buddy had an older Blue Bird for years, he seemed to like it. Heavy and slow though compared to my last two FT's.
Dick, I have always been fascinated by the Wonder Lodge. However I think you might want to talk to James Stallings about it if you are still in NAC. While having some work done at Xtreme the last couple of years we have seen two Blue Birds in that 2000 to 2003 years you asked about. They were truly beautiful coaches but each was setting in their parking lot for a very long time while awaiting mechanical/electrical repairs. The first coach had electrical problems so severe that a tech was brought in from out of town to try to get the coach running. He indicated that there were so many complicated systems and so much redundancy that once something went wrong it was almost impossible to trace down. What should take hours or even days to fix on other coaches was taking weeks of trial and error and random parts replacement. He said he would never have a Blue Bird for that reason alone. The second one also had unknown electrical problems and was still there when we left. I haven't spent much time on the Wonderlodge forum, Wanderlodge Owners Group - Powered by vBulletin (http://www.wanderlodgeownersgroup.com/forums/), but I bet you would get a lot of information there regarding upkeep.
just sitting here at a park in issaquah wa. reading this thread.
parked beside me is a 1986 grand villa that is absolutely
gorgeous. nuff said
I remember lusting over the Wanderlodges until I read that they were WAY over legal weight.
WOW!!! Thank you ALL so very much for your INFORMATIVE responses!!!
I purchased my specific make and model coach as a friend, who can literally work on anything, already owned one for two years. He liked the '97 Eagle as it was the last year of the purely mechanical / electronic-less Cummins C8.3, 325 HP engine coupled with an Allison transmission. And, I truly believe they were definitely built better back then as compared to what they put out now! Mine has beautifully crafted walnut woodwork to which the new cannot compare.
And, yes, I have personally done all my own work - with guidance from my friend. Mechanically, I replaced the alternator, thermostats, PAC-brake, new KONI brand shock absorbers, Haldex automatic moisture ejectors on air tanks, dash ac compressor, dash ac condenser fan, added remote fuel filters kits to engine and genset, replaced both rear air bags and brake chambers, added LED parking lights run separately for overnight rest area parking, new door grab bar, and of course ALL the filters and fluids, and more that i cannot rattle off at the moment. On the interior, I hung new flat screen televisions, installed a home theater system, installed LED lighting in nearly every location, replaced every bright brass plumbing fixture with new oil rubbed bronze plumbing fixtures, replaced the toilet, re-wall papered, new carpet, new oil rubbed bronze shower enclosure with rain glass, (those last 3 are the only items I paid someone else to do), recovered all the window valences, installed new day night shades, installed new microwave, recovered dining chairs with Route 66 material and more. With all the work I have done over the past two years, it would be tough to trade off except for something bigger and substantially better, and only if we decide to full time in the future, which right now we intend to do.
I will plan and look forward to a trip to Nacogdoches for a tour! It is less than three hours away. With all family in Texas, that is another reason for my interest in Foretravel - they would be here for help when and if necessary. I sincerely appreciate each reply - SAFE TRAVELS to you all! Jeff...
You might also enjoy the remarks from James Stallings concerning his Prevost/Country Coach and all the issues with it, starting with the slide issues and of course the biggie "electrical gadgets", Never a dull day, always challenges, never ending.
Dave M
Forgot two questions... What is the "outboard" air bag ride system? I googled it but could not find an answer... If anyone has a photo shot, that would be great too... Also, are Foretravel slides dependable overall? Thank you again!
The airbags are located as far to the outside of the chassis as possible, pretty much inline with the suspension travel. When they're mounted inboard, they are at a mechanical disadvantage (they are at one end of a lever and the wheel's at the other) and simply can't damp the suspension movement as well. Months of shopping, and testdriving many, many older coaches from lots of different manufacturers taught me a great deal about brakes and suspension and chassis and running gear, and the more I drove stuff, the narrower my choices became. So here I am with a well cared for survivor, that I think is comparable to a Rolls of similar vintage. It doesn't have as many bells and whistlles or as much bling, but it's built well and has class. As nice as this '89 of mine goes down the road, I can only dream about how a new Nimbus carries itself!
Just to add to Twobus: for a 2 axle coach there are 8 airbags, one in front and one in back of each wheel (or duals).
You just see them in the photo in this post: Rattle-Rattle (http://www.foreforums.com/index.php?topic=17539.msg117368#msg117368)
We are the owners of James Stallings old coach. His wife, Jennifer, told me they wish they had never sold it to Carol & Jeff Savournin from whom we purchased it. They purchased a Prevost and had all sorts of problems. We are very happy with the Foretravel. I spent my career in the vehicle and equipment world and can recommend Foretravels for build and ride quality. I think you will be happy with one.
Keith
For me, The very best advice I ever read concerning purchasing a used Foretravel we simply stated as "I would rather have a 10 year old Foretravel then a brand new anything else"
Not sure where I first read that comment about 4 years ago, but it sure fits. You need to experience SOB's first to fully understand that comment.
Easy example, only money spend on my 2001 U320 has been for upgrades such as House Refrig, not needed, just wanted the AC refrig, Paint inc Roof, Mods to Lighting, Tail Gate, Flooring and 2 TV's. Needed repair other than normal service such as normal PM Items, the Aqua Hot service, DC Vac pump, not needed, just wanted, hydraulic pump for HWH slide.
Maybe I am just lucky, but not alone.
MHO
Dave M
To be fair, James Prevost was a wreck that he rebuilt, and he bought it when FOT became an Agressive competitor.
That being said, Prevost do have a reputation for consuming "Coach Bucks" ($1,000 units of spend)
That is the reason I have a Foretravel, for the quality and why I also have a 2nd generation Lexas LS 400. They both may be old but are still better than many new rigs on the road.
Happy Easter!
Curious to know if anyone is acquainted with FT owners of coaches say year model 2007 and newer and if their opinion of later model Foretravels is consistent with the great reviews of older FT coaches. I ask as I truly believe my older American Eagle is far superior in craftsmanship as well as being significantly more dependable than what is currently manufactured by American Coach. THANK YOU AGAIN, Jeff
Other than having multiple slides and far more electronics to potentially screw-up I cant, say the build quality is worse than before, but I do believe that the engineering and build as far as paint and interior finish is equal or better. The newer coaches have more tile, granite, and laminates that the old coaches didn't have. If you consider these things negative and too gaudy for you then you will still be using your Eagle for another ten years, which is great. The company must change and integrate newer styles, materials, designs, and engineering. I have owned four Foretravel's and the newest has been the most reliable and the best for overall satisfaction.
Hi Folks,
I know this is a Foretravel Forum, but I have been a member for years going all the way back to the yahoo:groups:foretravel days, and I do try to contribute when possible. Please forgive me for addressing the gentleman's questions regarding the 2000 thru 2003 Wanderlodge LXi. I've owned mine for 10 years. After 2003 Wanderlodge produced the M450 and the M380, these coaches were radical departures from the traditional Wanderlodge build model - weight and complexity can be issues on these coaches. I'm most familiar with mine which is a 2002 LXi. I invite you to come to my forum Wanderlodge Gurus (http://www.wanderlodgegurus.com) where we can discuss in detail the pros and cons of Wanderlodge ownership. I'm a realist; I understand that there is no perfect motorhome. I can say that mine has been nothing short of rock solid, reliable, well handling, beautifully crafted, and so one. I have GVWR of 52300 lb and the coach actually weighs 47500 with full fuel, water, and stocked for travel. It's powered by a Detroit Diesel Series-60 and it moves very well. I've driven a few Foretravel's when Steve Mitchell at Parliament tried to sell me a 2003 Nimbus or Phenix. I agree, the Blue Bird Wanderlodge has a bus-like feel to it while the Foretravel feels lighter and more nimble. Again, it comes down to personal preference. I wouldn't fault either. I could easily own and enjoy a Foretravel. I don't want to consume your bandwidth talking about Wanderlodges so please come on over to my forum and the guys/gals and I will fill you in on every facet of ownership. Cheers!
David Brady
2002 Wanderlodge LXi,
Asheville, NC
David, as usual you present yourself with class and professionalism. I'm sure those curious about Wonderlodges will take you up on your offer to check out the Wonderlodge forum.
David,
At 47,500, you can't expect it to act like a ballerina. You must have huge brakes. Don't know if you noticed but a research company has been fitting injectors to Detroit 60 series that operate at 160,000 psi with 120 passages on each nozzle. They hope to go into production and get EPA certification. Emissions have been a problem on all the Detroits so this might be a breakthrough.
Pierce
I think you hit it spot on Dave, when you are talking about BB. You are an owner but are objective. I liked the LXI wander lodge but the M series seemed to be the final nail in the coffin for their MH division. Sad day as I really liked them and still smile when I see one. I was at a campground when their was a rally and I got to talk to a lot of owners and they were much like the FT I have come across.
HI Folks:
Was surfing yesterday and found this, 1992 BB 40ft w/tag at http://www.karolinakoaches.com (http://www.karolinakoaches.com). Looks like extensive remodel was done to the inside. Paint also looks real good. The price is just over $48,000.
Norm
no matter the brand coach you own, if you spend over 6 figures, you're gonna think it's the bomb. It's kind of like being married. You're going to say your wife is the prettest, no matter how hot your best friends wife is.
Maybe so, but then there are the younger sisters... I'm in line for Tim Fiedler's or Gary Omel's coach when they come available (assuming I could scratch up the cash)... Either one puts mine to shame (except for gas mileage). Luckily I've got a multi-year wait for both...
Hmmm, is it common to line up the next caretaker of a Foretravel before your turn is up? Do you interview prospective caretakers? How far in advance? <grin>
Happy Easter everyone!
Of course!
Gary O already has a list.
I have had two people ask me if my coach is for sale too. Maybe one day but right now I want to run it a lot more.
Our coach is an '89 and we have three different parties telling us that when we sell to please call them first. That does say something about Foretravel quality and design.
Thanks folks, you guys run what I think is one of the best motorhome forums on the internet. I've been watching for some time and am always amazed how you all seem to pull in the same direction. Well done! :)
Thanks Pierce, I'll look for a link to the new injector technology. All of the Series-60 equipped wanderlodges are non-egr engines, this includes the LXi's produced in 2003. For 2004 Wanderlodge switched to the Cat C13 engine with it's ACERT technology which was introduced to meet the EPA '04 emissions regulations for on-highway trucks. Happy Motoring! :)
David Brady
'02 Blue Bird, Wanderlodge LXi
Asheville, NC
Their video seems pretty optimistic but at that pressure, perhaps the figures are not too far fetched. Here is the link to an article: Green Diesel Corp Fuel Injectors - 160,000 PSI Diesel Injector - Diesel Power (http://www.dieselpowermag.com/tech/0905dp_green_diesel_corp_fuel_injectors/) They seem to have it working in other diesels besides the 60 series and claim it can be a retro fit at 5% of a new engine cost compared to 25% for the injection systems on today's diesels. A lot to expect.
Pierce
I had the coach up to Preston today for an inspection, so decided to stop by school on the way home since one of the janitors is retiring at the end of the month and will be full-timing in a 5'er. One of the teachers also wanted to see it, so we gave a quick tour. They couldn't believe that the coach is 20 years old this month. Then I stopped by the bus garage, and a driver and the mechanic came out to see it. The driver really wants something like what we have. I think he's a couple of years away, but I wonder if we might not have found the next caretaker of our coach. When I first started looking the mechanic suggested I stay away from the two-cycle Detroits, but he seemed pleased with what we have.
Your 6V92 (Silver 92) is not the engine as the earlier "two-cycle Detroits" that he is thinking of. That engine is way advanced and fixed as compared to the early 6V92s the he is referring to. The silver 92 did not even need a diaper under it to catch leaking oil like the old Detroit Diesel two cycles did.
After he told me that a couple of years ago, I did some research on the Detroits and found just what you said. As a result, I was not afraid of getting a 6V92 or even an 8V92 (common on the 'Birds that we were considering).
Jo Ann got the plates today and I put them on, so we're completely legal. Can't wait for the first trip!
The 6V-92 is the better of the two, no issues with the rear main bearing, heavier oil etc.
You will love the first trip and will remember it for a long time.
That mechanic probably drove a stick 8V-71 and stalled it at an uphill intersection then rolled backwards causing the engine to start but run backwards. They can really make a mess when that happens. The air cleaner turns into the muffler.
Pierce
The 6V92 will run backwards too. The old style 6V92 were also oil leakers. We had 14 oil stained spots in the dirt at the terminal I drove out of. That was where the 15 White Road Bosses were parked. The spot that was not oil stained had a White Road Boss with a Silver 6v92 parked over it. That particular engine was much stronger that the old 6V92 engines The old engines were green colored if I remember right, and the new ones silver. 6V92 DD Silver engines began with the serial number F83425 any number after that is a Silver engine.
I actually experienced the engine running backwards as I was leaving the refinery one day. There was a "speed bump" as you pulled out. I hit the top of the speed bump with my drive wheels and let up on the fuel at the same time. She rolled backwards while the clutch was engaged and reversed the engine. I stepped on the clutch but it was to late. Black smoke just poured out of the engine compartment. Pulled the fuel shut off to stop the engine, and then restarted it. She ran fine then. Had she continued to run in reverse, she would have pumped the oil right out of the engine.
When the DD is running backwards, quickest, best & simplest is just stall it, no reset air box flapper, and only takes a second to restart and go. yup been there when first started driving em DD 2strokers.
Had forgotten all about the flapper box. I never had to use it. Don't think the DDEC will let the engine run backwards but only a guess. Also, pretty hard to get even a mechanical DD to run backwards with an automatic but if it did, it would be a trick getting it to shut off without waiting. The positive displacement fuel pump would turn the opposite direction so when the fuel in the cylinder heads dropped pressure, it should shut off by itself. Now I remember the flapper box on our fire apparatus was used if we got around a natural or propane gas leak. But any diesel would go crazy around those gasses. Turbo seal failure could also cause any diesel engine to run away. Even a partial seal failure can cause high temps and burn a hole in pistons. I saw a Cummins in a Mack (South American VW) lose one piston completely and early detonation force the edges of two other pistons down on the compression rings. Think the bore was OK and a bit of surfacing would take the broken ring divots out of the head.
Pierce