I have come across a 1986 40' GV with over 200,000 miles, asking 20,000. I haven't seen it yet, only pictures. Based on this limited info what's anyone's first thoughts?
My first thought: we would need lots more info and some good hi-rez photos before offering any kind of useful opinions. But that's just me...
I can say that 200K miles on a '86 model coach would be very reasonable average miles per year, although even that can be misleading. If all the miles were accumulated in the first few years of ownership, and then it sat in a storage yard for 2 decades...
So you see why we need more facts.
X2......What Chuck said. ^.^d As I've always said, "Check for paperwork, paperwork, paperwork!"
Add-on.....Is it gas or diesel?
I would imagine a 1986 40' to be on a Oshkosh chassis with Caterpillar or Detroit with a Mt 643 Allison.
If it is an Oshkosh Chassis....RUN AWAY!!
Information & part numbers for replacement parts are almost impossible to get. I know from experience.
I love our GV, but have difficulty finding part numbers that work today. (like leaf spring numbers, and disk pad numbers)
Could the west coast be that different? I've had many customers with nothing but praise re the Oshkosh chassis, specifically commenting about parts availability being acceptable thru truck parts suppliers.
Our 91 GV is on an Oshkosh chassis and is difficult at times to find the exact part No. or piece. There are, however, a lot of parts that can be used as substitutes and work very well. Radiator hoses, hydraulic hoses, air hoses, etc. can be manufactured easily with no problems. Suspension pieces and parts can be substituted/manufactured. I'd say that if it fits in all other ways, I wouldn't get too concerned over spare parts. These machines were well built and simple. Have a great day ---- Fritz
The thing I have noticed is that if a critical part goes bad you can find a replacement sitting on a local outlet--just waiting for you--NOT
Plan on spending some time waiting for delivery after a search and possibly the wrong part.
Anything older than 10-12 years is going to be adventure to find parts for no matter what. Not impossible just difficult. Sign of the new young enlightened eco friendly throw away generation. That and the lack of basic mechanical skills I guess.
And if you have a "non-computer" controlled engine, good luck with that! Most "well-educated" tech mechanics don't know what to do without computer diagnostics. All they can do is throw new parts at the problem until it goes away. Kind of expensive with parts & labor being what they are today.
I even had one big name truck repair facility call me at home, right after I had dropped our coach off at their shop, to tell me to come and get the coach as they didn't have anyone that knew how to work on a "non-computer" controlled engine.
Nice of them, but not too nice for me.
On the other hand, we have a friend with a '89 GV / CAT V-8, not sure if it's a ORED, but he loves it. Has done normal upgrades, but it runs like a bandit! My Grandfather drove Studebakers all his life, the dealer liked him so much, he assured Gramps he got a "Wednesday Car" every time. I bet that still exists! ^.^d
I'll work on your engine Hawk.
If you have the tools and know how to use them, there is no such thing as too old a vehicle to repair. When I retire I will take on repair work.
I surrender to Craneman,he has more spray cans then me.
Now I know where my can of WD-40 went.
John
You may regret that offer, you might become CBC west! ^.^d
Craneman-- and my DW tells me I have toooo much stuff in my shop!! Cant get tooo much stuff!
Chris
That means your garage is toooo small
When I lived next door to my current house and saw the 115' x 15' shed here and the back yard all blacktop I was jealous. When it came up for sale I bought it.
The Oshkosh is great for that vintage . It does not suffer from the rust issues that the Foretravel chassis does .
If it has metal springs it may be the 817 and you may have spring issues esp if it has sat with flat tires or non leveled .
Check the rear body support s, esp on the driver side . If the radiator cap sits on the body, it has drooped and the rear end needs a new support. That was the only rusty spot on mine and it is due to faulty design.
The Simple Cat will run for 400K with some love as will the Allison.
The wedge brakes can be problematic but if it has 200K and no front end damage they must be OK :)
The air bags are a PITA but doable for about 2K total .
FWIW I paid about 9K for mine and had a major redue on the inside due to PO abuse , 6 new tires, 4 new airbags , 100% fresh fluid and brake service. LED lights. Muffler delete, super tune and careful trans cable adjustment allows upshift to direct 4th gear at 46MPH and 10 plus MPG.
They are very happy at 60MPH cruise and less so at 72MPH .
I think that mine is worth about 22K$ ready to run at this point . I just enjoyed it as race support bus for the team over the weekend. Of course, It's value is determined by your use .
I have a 1989 Oshkosh chassis, 36 foot ORED, I work on it myself for most of it,
I have had new air bags installed, They are very common here and easily replaced,
The Chassis itself, will last forever, Its like a tank frame, Its also a very simple truck chassis, Its very basic,
All the parts are now made by Freightliner, As they bought out Oshkosh, So I believe,
Truck wreckers are a good place for parts, Considering your looking for Vintage parts,
If you can, Take your part in and put it on the counter, I want one of those,
Large Wholesale spare parts stores are also good for parts,
I dont mention its American any more, No one here sells American parts for any thing, Hahahaha
Just too damn lazy to look, But they do have it on the shelf after I call it some thing else,
What does annoy me with my Coach, It clicks into top gear at 65 MPH, We have a maximum top speed limit of 60 MPH,
So I have to speed to get it into top gear and then just back it off a bit, It stays in top at 62 MPH, Thankfully,
It does about 12.5 MPG, which is excellent for a 12 ton Coach, But our gallons are bigger than yours,
Its about 3 Litres bigger, Your gallons are 3.9 Litres, ours are 4.2 litres,
Cheers, Brian,
Could you elaborate on that cable shift adjustment, I would like to drop 4th gear change from 65 MPH to about 55 MPH, if that is possible,
Thanks, Brian,
Hi Brian. My Cat has two cables on the throttle. The cable with the slider section runs the trans shift point. Adjust this so that the slide has more room before it moves. I have mine set at the max slack . I can get it to shift at about 46MPH if I lift the pedal and reapply.. It will often stay in 4th as low as 42MPH or 1300 RPM MOL.
I will have a look at that tomorrow morning, The two cables, mine does from memory, 63 MPH at 1800 RPM,
Any lower speed, it goes back to third and 2500 RPM,
I also think it has a high speed diff in it,
It was still going strong and gaining speed at $90-00 Before I backed it off,
Mines 300 Turbo Horsies and a 4 speed Auto Allison gearbox, With Lockers in all gears, ,
Thanks, Brian,
Sounds like different gears. I have 250HP and run about 2600@ 73MPH.
Oshkosh/cat/Allison mistook my alterations of the trans servo too much.
Original settings in the trans had the upshifts at 2300 rpm on the 300. Same as the 250 ho cat.
Corect was 2600 rpm. The Allison guys readjusted it after calling me.
Next was 2600. Last were 2800 and wrong.
Hanging in gear was an incorrect adjustment of the Servo(?)
Was made for a 45000 pound fire truck not a 20000 pound rv.
All the shift points are adjustable in the valve body as is the servo thing(modulator?)
A experienced Allison shop will be able to fix this for 3? Hours labor?
You are taxing my memory but that's a good thing.
Hope this helps. Keep it coming. I and Foretravel needed the biz and the owners liked a fixed coach. Win win