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Careful reading of this manual will aquaint you with all that you will need to know in order to operate the Eagle bus safely and efficiently. I t may b e that t h e components and systems o n t h e bus you are operating differ slightly from those that are described in t his manual, and every effort has been made to take t his into consideration; these d i fferences exist because the manufacturer is endeavering to incorporate the very latest equipment and thinking into the Eagle so it will always be the finest and safest bus on the road.




ITEM 1 2 3 4 5 6 7 8 9 10 11

NAME Clutch Pedal Headlight Dimmer Switch Switch Panel Entrance Door Control I nstrument Panel Winds h ield Wiper/Washer Controls Drivers Heater/Defroster Controls Gear Shift Lever Parking Brake Valve Air Brake Threadle Accelerator Threadle


See Figure See Page See Figure See Page See Page See Page See Page See Page See Page

3 8 2 7 7 13 14 14 11


ITEM 1 1a 2 3 4 5 6 7

NAME Tachograph Speed TellTale Stop Left Turn Hi I dle Right Turn Hi Beam Air Gauge

USE I ndicates and records Time & Speed in MPH. Illuminates when coach exceeds desired maxi mum speed. Lights with external stop. lamps. Flashes with external left turn lamps. Glows when engine on fast idle setting. Flashes with external right turn lamps. Glows when upper beam headlights selected. White pointer indicates system air pressure; Red pointer indicates amount of pressure of service brake application. Glows when Alternator is not charging. Glows when engine oil pressure falls to 3-6 lbs. psi.

8 9 10 11 12 13 14 15 16

No Charge Lo Oil Blank Lo Air

Glows when system air pressure drops below 65 lbs. psi. Hi Temp Glows when coolant temperature exceeds safe operating temperature. Temperature I ndicates engine left bank temperature. Gauge Temperature I ndicates engine right bank temperature. Gauge Oil Pressure Indicates engine oil pressure. Gauge Fuel Gauge Indicates fuel remaining in tanks.

ALARM SYSTEM The Eagle coaches are equipped with several visual and one visual/ audial alarm to warn of hazardous operating conditions. Figure 2 locates all of the warning tell-tale lights on the coach, the chart below summar izes t he alarm system of t he coach.

a: w a: c(ID a.:::E ::I



CONDITION Low Engine Oil Pressure Alternator not charging Low Air Pressure


9 8 7 12 6 2 1a

3 &5

'LO O I L' indicator glows. 'NO CHARG E' indicator glows. 'LO A I R' indicator glows & buz zer alarm. High Engine Temperature ' H I T E MP' indicator glows. Head Lamp High Beam 'HI BEAM' indicator glows. Stop Lights Actuated 'STOP' indicator glows. Excessive speed Red pilot light of tachograph glows. A/C Compressor Operating Red pilot light on switch panel glows. Directional Lights Directional arrow on panel flash es.



NAME Temperature Control Air Conditioning Pilot Blower Control Spare Switch Drivers Fan Radio Switch Step Light Drivers Light I nterior Bleu Lights Interior White Lights High I dle Switch Head Lights Switch Marker Lights S.witch Ignition Switch Emergency Stop Switch Starter Switch Defrost Switch Reverse Switch Flasher Switch

FUNCTION Provides 10 degrees additional cooling capacity when needed. Lights when A/C compressor is operating. Controls High & Low speed, and OFF of air conditioning and heating blower. Not normally used. Control Drivers Fan Operates P/A on-off (when used). Operates entrance door step light when door is closed,. Controls drivers overhead light. Controls interior blue 'Night Lights'. Controls interior general illumination. Activates Engine fast idle. Operates main driving lights. Controls coach outside marker lights and interior reading lights. Key operated to energize coach electrical system. Operates engine shut-down when normal engine stop methods have failed. Operates engine starter when ignition on. Operates blower of drivers heater and defroster unit. Controls reverse shift solenoid. Operates coach directional lights as flas ing warning in emergency.

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19


To adjust back-rest: Push in knob ) and set angle desired.

....-.! ----

To adjust seat incli nation: Push in knob (3) set and release.

To raise or lower: Lift the seat and turn the nut (1) right or left. To adjust for your weight: Lift seat and set nut (1) in one. of four slots beneath it. Facing forward. Slot 1 - 110 lbs. Slot 2- 1551bs. Slot 3- 198 lbs. Slot 4- 242 lbs.

To adjust seat for ward or backward: Lift up control (2) and slide seat.


DRIVERS SEAT The drivers seat may be adjusted for fore and aft location, height, tilt, and backrest angle as shown in Figure 4. The seat may also be adjusted to the weight of the individual driver. All adjustment procedures are shown in Figure 4, above. DRIVER SUN VISOR A single sun visor is stowed above the drivers compartment, just over the winds hield. The visor is mounted on parallel arms, allowing it to be folded down, and pivoted fore and aft, or left and right, to provide t he driver some protection from the direct glare of t he sun through the windshield. DRIVERS WINDOW The lower portion of the drivers window has its forward glass mounted in a sliding track so it may be opened by sliding it to the rear. T his opening is to provide a means of ventilation, allow the driver to make hand signals when necessary, and allows the entrance door control to be reached from outside t he coach.

WINDSHIELD WIPERS AND WASHERS The wipers are pantograph actuated to sweep a large area of windshield glass in a pattern most beneficial to vision. The wiper controls are lo cated on top of the dash, just to the right of the instrument panel. There is one control for each wiper, left and right. The control knob is turned clockwise to select the speed of actuation needed. (The wipers are self parking and are shut off at the end of their sweep by turning knob to furthest counter clockwise position.). The washer control is located just a bove the two wiper knobs, and is also turned clockwise to actuate the washers on both sides of the windshield. HEATING AND AIR CONDITIONING A combination heating and cooling system is used in the coach to provide filtered, conditioned air at all climatic and weather conditions. Uniform coach temperature is maintained by the gradustat, which con trols a water modulation valve, and through an electrical Skinner valve, the compressor of the air conditioner. To turn on the system, place the control switch (I tem 3, Figure 3) in the ' H I G H ' position. The system will automatically provide the proper tem perature range. Temperature may be regulated by use of the 'LOW' blower speed, thereby reducing the airflow to the coach. I llumination of the compressor tell-tale indicates that the compressor is operating. This may occur even during cold weather due to the design of the sys tem. The temperature control on the instrument panel (I tem 1, Figure 3) may be used to provide ten additional degrees of cooling when neces sary under certain conditions of operation and eli mate. If it becomes necessary to operate the system for extended periods with the coach parked, the engine must be operated at fast idle, with the parking brakes applied. Refer to Operating Engine section for instruc tions on Fast I dle use. Note Closing the heater gate valves that control hot water to the heater core will not reduce the coach interior temperature, and should never be closed except in emergency such as leak in heating system. DRIVERS HEATER AND DEFROSTER The drivers heater and defroster unit is located under the center of the dash, and has a capacity of 40,000 BTU. The controls are operated independently of the main heating system and are located just to the right of the driver on the front of the dash panel. There are three con trols in the panel, the first sliding lever to the left controls a flapper valve that selects either inside or outside air to be routed through the system. The middle selector controls the routing of air flow from all defrost to the windshield, to all heat through the floor outlets, or any where in between. The third lever operates a hot water control valve to select the temperature desired. The blower control switch for the unit is located on the drivers switch panel (Item 5, Figure 3). VENTILATION Ventilation may be obtained when the heating and air conditioning sys tem is inoperative in one or more of the following ways:

1. Toggle switch on drivers panel (I tem 3, Figure 3) can be turned to

the 'High' position, automatically drawing outside air into the coach. 2. Drivers window may be opened. 3. The small upper 'ventilation' window of each passenger window may be opened for circulation of outside air. 4. Outside air can be admitted to the coach interior through selecting this control on the drivers heater control panel.

DOOR CONTROLS The entrance doors are actuated by a lever operated control located just to the left of the instrument panel, on top of the dash. Earlier model coaches used a door opening pushbutton, with an emergency valve on the dash next to the door. There are two methods of opening the entrance doors from outside the coach. By turning the shut-off valve a quarter turn, releasing the door air pressure, and opening the doors manually, and by reaching through the drivers window to operate the regular door control. The shut-off valve is located at the bottom front of the right hand wheel well and just beneath the steps on earlier mo dels. Note After shutting the doors manually, they must be opened manually. Do not use the shut-off valve to open the doors as injury may result.

LIGHTS The exterior and interior lights are controlled by the switches on the drivers panel (Figure 3). Lights not controlled by these switches directly are controlled as follows: Lavatory Light Illuminated when ignition switch is turned on Individual reading light switches can be con Reading Lights trolled by the passenger when the marker lights switch is turned on. I lluminated when marker lights are turned on. Aisle Seat Lights Controlled by self-canceling switch on steering Directional Signals column; activate rear turn lamps and side clearance lights to sig nal a turn. Dash tell-tale in dicates system is working. Rear Stop lamps are actuated by switch in air Stop Lights brake circuit when service brakes are applied or parking brake set. Controlled by automatic switch actuated when Baggage & Battery door is opened. Compartment Lights Controlled by switch marked 'LI G HT' on engine Engine compartment control panel. (Item 1 figure 6) Compartment Lights Caution If emergency requires the coach to be parked in exposed location, the Hazard Warning Flasher switch must be used. USE L I G HTS SPARI NGLY OR NOT AT ALL W H EN ENG I NE IS NOT RUNNI NG.



TACHOGRAPH The tachograph used in the Eagle coach i s a recording speedometer, indicating driving speed, mileage covered, and the time of day. The speeds driven, the driving and parking periods, and the mileage covered are simultaneously recorded on a diagrammed chart that is rotated by the instruments clock movement. A flashing warning light near the top center warns when a predetermined speed is exceeded. Winding the Clock. The lever on the left of the instrument when it is opened is moved back and forth to wind the clock movement. See Fi gure 5. Wind the clock until the lever strikes the built in stop, the lever will return to its normal position. The clock may be wound with the chart in position. Installing the Chart. It is important that the tachograph never be opened or closed while the engine is run ning or the coach is moving. Damage to the instrument could result. Open the tachograph by turning the key in the lock at the top counterclockwise and pull the top of the unit out ward. Remove the old chart by lifting up on the small spring loaded hold-down at the center post. Lift the chart over the centerpost and top from under the small retainer bracket at the outer edge of the instru ment. The chart and centerpost are arranged so that they index auto matically when the cut-out in the center of the chart is aligned with the lug of the centerpost. Place the new chart under the small outer edge bracket and over the centerpost with the cut-out over the lug. Flip the spring-loaded chart holder down into position. Setting the Time. A small tooth wheel is accessible just below the winding lever when the unit is open. This wheel is used to set the clock to the correct time. The clock time may be adjusted with the chart in position. SIDE WINDOW EMERGENCY EXISTS All passenger windows can be opened from the inside for emergency escape purposes. The window sash is hinged at the top and can be

opened by pushing out on the bottom of the sash. I nstruction plates are mounted just below the sash at each seat location. These windows should never be opened for ventilation purposes. The small windows at the top of each passenger window are designed for that use. ENGINE OPERATION The controls used to start and stop the engine are located on the drivers switch panel ( Figure 3), and consist of the following: Key operated switch used to turn on coach elec Ignition Switch trical circuits and for normal engine stop. Starter switch is of the momentary on type that Starter Switch operates the engine starter when held down. Is of the momentary on type and is used to stop Emergency the engine when normal means fail. When used, Engine Stop the lever arm must be reset manually in the engine compartment. STARTING THE ENGINE 1. Apply parking brake and place transmission shift lever in neutral. 2. Turn ignition key on. 'LO O I L ' and 'NO CHARGE' tell-tale will light. If air pressure is below 65 pounds, 'LO AIR' tell-tale will light and buzzer will sound until pressure builds above this point. 3. Push Starter button to engage starter; release button the instant the engine starts. Caution Do not engage starter longer than 1 5 seconds continuously. If engine fails to start on first try, wait 10 to 15 seconds before the second attempt. Continuous use of the starter unit without allowing a cooling period may damage the starter motor. The ignition must be turned off during any wainting period exceeding 30 seconds to prevent the Motorguard, operated by low o!l pressure, from actuating. I f the Motorguard keeps the engine from starting, turn the ignition key off for at least one minute before trying to start engine again or put in first gear to over-ride Motorguard. COLD WEATHER STARTING The coach is equipped with a cold weather starting fluid cup, located on the engine air cleaner (on the blower intake manifold on earlier mo dels). When outside temperatures are below 35 degrees F., it may be necessary to use a starting fluid. This practice should be avoided unless absolutely necessary. To use capsule, raise the cup cover and force the capsule down into pointed tube in the cup. Squeeze tne capsule dry, remove and discard. Allow the springloaded cover to close. Start the engine in the normal manner. FIRE WARNING The starting fluid used in the capsule is highly inflammable, toxic and is an anaesthetic; do not smoke while using or handling capsules, and keep away from flame or high temperatures. Avoid inhaling fumes pro duced by starting fluid.


DURING OPERATION Engine Warm-Up After engine has been started, operate it on FAST I DLE until engine is at its operating temperature. To operate fast idle switch ( I tem 10, Figure 3), make sure the parking brake is set. On earlier coaches the accele rator pedal is used to raise the engine to 800 rpm and then set fast idle control on dash. Do not attempt to raise engine speed using hand control only. When fast idle is in operation, the instrument panel tell tale will light (I tem 4, Figure 2). DO NOT ATTE MPT TO DRI VE COACH WITH EN G INE SET AT FAST I DLE. AIR PRESSURE During warm-up, the 'LO A I R' tell-tale will light and buzzer will sound until air pressure is built up to 55-60 pounds . To assure safe braking, do not move the coach" until pressure is at least 80 pounds on the gauge. If the 'LO A I R' light and buzzer come on during operation, stop the coach as quickly as possible, determine and correct the cause of the loss of pressure before operating the coach further. A sudden, auto matic parking brake application can result if air pressure warning signals are ignored. ENGINE OIL PRESSURE Engine oil pressure gauge ( I tem 15, Figure 2) should be monitored during operation. Normal readings with the engine at operating tem perature are: Idling 4 lbs. minimum; governed speed under full load, 25 lbs. minimum. If the oil pressure should fall under 25 pounds during operating condi tions, stop the coach as quickly as possible and determine the cause. The cause of low oil pressure must be corrected before proceeding. If the oil pressure falls below 5 pounds, the 'LO O I L' tell-tale will light (Item 9, Figure 2) and the Motorguard will stop the engine. Refer to Emergency Conditions, later in this manual. ALTERNATOR Under some conditions such as long grades, special care must be taken not to exceed recommended temperatures, in case of temperature rise it may be necessary to downshift to raise engine speed. In the event the alternator stops charging while the coach is in operation, the 'NO CHARGE' light comes on. If this occurs, stop the coach and undertake the action directed later under Emergency Conditions. STOPPING THE ENGINE 1. Apply parking brake. 2. Turn off the ignition key, this will activate the governor shut-off and stop the engine. Note If the engine is overheated, it should be allowed to cool by idling before being shut down. 3. Place the transmission in first gear. ENGINE EMERGENCY STOP The engine 'Emergency Stop' switch (Item 14, Figure 3) is provided for stopping the engine only when normal methods fail. When used to stop


1. Switch Engine Compartment 2. Oil Filler Spout 3. Engine Drain Cocks FIGURE 6 ENG I N E CO M PARTM ENT

4. Air Filter 5. Reset Handle 6. Oil Dipstick

the engine, the lever arm on the engine must be manually reset. Push the red lever arm handle (Item 5, Figure 6) in until it locks in place. This level is accessable through the engine compartment door, just under the engine air cleaner.

MOTORGUARD In the event the engine oil pressure drops below 5 pounds pressure or the engine temperature exceeds 212 degrees during operation, the Motorguard unit will stop the engine. In the event of either of these, the 'LO O I L' or ' H I T E M P' tell-tale will light to indicate the reason for t he Motorguard engine shut-down. In either event, immediately stop the coach and locate the cause of the engine shut down. Do not attempt to move the coach until the cause is located and remedied. The engine may be restarted and move short distances by use of the 'Overrule' switch. This should be done only to move the coach from hazardous position. Refer to Engine Overrule, later in this manual.


DRIVING Before moving the coach a walk around inspection should be performed. During this inspection the following items should be checked: 1. Condition of tires; i.e., tread, i nflation, general appearance. 2. Proper operation of all exterior lights. 3. Oil level. 4. Fuel level. 5. Water level (if coach engine has been run ning and is hot, care should be taken when opening cap to allow steam to escape). 6. Rear view mirrors should be adjusted for proper rear vision. 7. Windshield wipers should be checked to determine .there are no broken or bent pieces. 8. All front, side and rear reflectors should be checked. 9. The tool compartment should be checked that all normal tools are in place. 10. All doors should be checked that they are closed and securely fastened. After the exterior inspection, the following items should be checked on the inside: 1. Safety equipment should all be in place. 2. Horn operation. 3. Windshield wipers and washer operation. 4. Service brakes. 5. Parking brake. 6. Check passenger windows and close if necessary. After the two inspections, exterior and interior, the driver's seat should be adjusted to a comfortable position.

Federal Regulations require that any tire on the front wheel of a bus shall have a tread groove pattern depth of not less than 4/32" and on other than front wheels must have a depth of at least 2/32".

Note Before moving the coach be sure the air pressure gauge registers pro per pressure for brake operation. TRANSMISSION The transmission has four forward speeds and one reverse. The shift pattern is shown on a plate attached to the dash just ahead of the remote shift lever. Doubleclutching is necessary when making any gear change, upshifting or downshifting. REVERSE SHIFT To shift into reverse, depress the clutch pedal and place the shift lever in the neutral position. While holding down on the ' Reverse' button ( Item 18, Figure 3)., make the shift into reverse. Do not hold the reverse button down longer than is necessary to complete the shift. It is not necessary to use the reverse switch to shift out of reverse to a forward gear. Difficulty in making the reverse shift may be due to low voltage to the shift solenoid. In this event, raise the engine speed to a 'fast idle' (ap prox. 800 rpm) for several seconds, and try the shift again. This pro cedure is usually successful when normal methods fail.


UPSHIFTING The coach should always be started moving in first gear and progres sively shifted into second, third, and fourth gears. I ntermediate gears should not be skipped. It is not necessary to accelerate the eng ine to the governed speed when doubleclutching between gears. DOWNSHIFTING Always shift into the next lower gear before the engine starts to lug. The same gear used in going up a grade should be used when des cending. The engine is an effective brake when going down grades, on ice, snow, mud, or on any surface lacking maximum traction. The braking effect of the engine increases with engine speed, but engine speed should never exceed governed speed. SERVICE BRAKES The best braking is obtained by making the initial brake application gradually and smoothly, depressing the pedal to the full extent of brak ing required. The pressure applied should then be reduced gradually as the speed is decreased, so that at the end of the stop, only a slight pressure remains in the brake chambers. Air Pressure is I mportant. Air pressure must be at least 80 pounds before the brakes can develop their full effectiveness. The operator should observe the air pressure gauge frequently while the coach is in operation. The white pointer indicates the pressure in the system, while the red pointer indicates pressure applied during braking. Do Not Fan The Brake Treadle 'Fanning' the brakes causes poor brake performance, wastes air pres sure, and causes excessive wear on brake operating parts and lining. Fanning does not increase brake line pressure, but does decrease both reservoir and line pressure. Under conditions of less than maximum braking, such as ice, snow, or rain, it may be necessary to reduce the pressure applied to keep the wheels from 'locking up' during a stop in order to avoid a skid. The use of the lower gears in these situations require the brakes to be used less and helps avoid the danger of skids. If air pressure on the gauge drops below 55-60 pounds during opera tion, the 'LO A I R' tell-tale will flash, and a warning buzzer will sound. The coach should be stopped immediately and the cause of air loss corrected. If air loss is ignored, a sudden, automatic application of the parking brake will result when the parking brake emergency reservoir pressure drops below 40 pounds. PARKING BRAKE The control for the parking brake is located on a bracket under the right hand corner of the driver's seat. (I tem 9, Figure 1) To set the park ing brake, pull up on the knob. This actuates the drive axle brakes. To release the parking brake, push the knob in and make a full service brake application. A full service brake application is made when the brake treadle is pushed down until the red po inter coinc ides with the white pointer of the air pressure gauge. If the brakes still have not released, run the engine until the air pressure is higher and make a second full application.


The dash air pressure gauge does not register parking brake reservoir pressure. If service brake pressure is lost during operation, four park ing brake applications can still be made, in emergency by use of the parking brake. EMERGENCY CONDITIONS Engine Overrule In the event of either high engine temperature or low oil pressure, the motorguard unit will stop the engine. In this event, the coach may be moved a short distance by use of the 'overrule' switch. This should be done in cases of extreme emergency only, to move the coach from a hazardous location. The overrule switch is engaged by placing the transmission shift lever in the first gear position. It may be moved in this gear only. Stopping the Engine At The Rear Pull the emergency engine shut down re d lever arm. After engine has stopped, return the arm to the original pos(tion. If necessary to work around the engine without engine running, place the switch in the '0' position. This breaks the circuit to the starter and prevents the accidental starting of the engine. Caution After work on the engine has been completed, return the switch to the 'I' position. Note " In emergency, if the 'Starter' switch fails to stop the engine, pull the red handle (Item 5, Figure 6) to engage the emergency engine stop. Reset to operating position after engine stops. LOW ENGINE OIL PRESSURE In the event the engine oil pressure drops below 5 pounds and the Mo torgtJard stops the engine, stop the coach and turn ignition off. Do not .attempt to move the coach until the cause of the low oil pressure has been determined. The procedure for checking and replenishing oil is described on page 00. ENGINE OVERHEATED If the engine overheats during operation, one or both of the temperature gauges will indicate 212 degrees, and the ' H I T E M P' tell-tale will light. The motorguard will stop the engine. Stop the coach and turn off the ignition. Do not attempt to move the coach until the cause of the over heating has been determined. I nstructions for adding water to the system may be found on page 00. If the cause of overheating is not lack of water, the radiator fan belts should be checked to ascertain they have not loosened or broken. Radiator Shutters In the event that the cause of overheating is due to shutters being stuck in the closed position, they can be opened by venting the shutter control valve. On earlier model coaches, the shutter control valve has a vent on the top that must be opened, and a valve on the bottom that must be closed. The shutter control is located on the shutter frame, at the top right corner. Earlier coaches have it in the engine compartment.


ALTERNATOR NOT CHARGING If the alternator fails to charge during operation, the 'NO C H A R G E' te11-tale will light. Stop the coach and turn off all electrical accessories except the Hazard Warning Flashers. Do not attempt to move coach until cause of no charge is determined. Further operation of the coach without alternator charging is possible, and should be done with all unnecessary electrical circuits turned off. CIRCUIT BREAKER S All circuits of the electrical system are protected by circuit breakers of the automatic reset type. No fuses are used except in the P.A.system. When a circuit becomes overloaded, the circuit breaker will trip, caus ing that circuit to cease functioning. After a time delay, the circuit breaker will trip on again. Earlier coaches have a manual reset type circuit breaker that have a button that must be pushed in to complete the circuit again. The circuit breakers are located in the electrical compartment, just below the driver's window, and in the electrical panel of the engine compartment. Wiring diagrams are located on the inside of the elec tr ical compartment door, and on the back of the rear electrical panel cover. If either type circuit breaker should trip a second time after the reset, the contro11ing switch for that circuit should be turned off until the cause of the overload or short is located and corrected. BATTERIES The coach batteries are located in separate compartments just behind each drive axle on both sides of the coach. Should it be necessary to d is connect the batteries, a d isconnect switch is located in the engine com partment, just under the air cleaner on the right side of the compart ment. To d isconnect batteries, pull out on the two red handles and rotate a quarter turn to clockwise. Reverse this action to connect bat teries again. COOLING SYSTEM Emergency service to the cooling system may require add ing water in the event of an overheated engine, or draining the system when an unprotected system wi11 be subjected to freezing temperatures. Adding Water to The System The cooling system f iller cap is located behind a small door at the upper left rear corner of t he coach. Pull handle on filler cap unti l it is opened to the safety limit catch. After all steam and pressure has escaped, release safety catch and completely open fill spout. Caution If engine is overheated, do not add water immediately. Wait until boiling has stopped and engine has cooled. Add water slowly with engine run ning. Always add water with engine running. Fill through filler spout until water flows from opening. Close fi11er cap and latch safety catch. DRAINING THE COOLING SYSTEM Should it be necessary to drain the cooling system, the drain points are


located at front and rear of engine block (Item 3, Figure 6), at the center of the lower radiator tank, at the main heater core, and at the drivers heater core. The two rear engine drain cocks are accessible through the engine compartment door. The two at the front corners of the engine are accessible by opening the radiator and condenser doors. The main heater drain is accessible by removing the access panel in the rear of the baggage compartment. The driver's heater core drain cock is just beneath the front of the coach, directly under the heater, access to this drain is through the spare tire compartment. To drain the engine system alone, the heating system shut-off's, located at the front engine drain points, should be closed to avoid draining the entire heating system.

FILLING AN EMPTY SYSTEM To fill a completely empty system: 1. Make sure that all draincocks are closed. 2. If passenger compartment temperature is above 60 degrees, disconnect the air line at tha water modulating valve in the air condi tioning compartment. 3. Add the coolant until it flows from the filler spout. 4. Start engine and run at a fast idle to warm up the engine, leave it at a normal idle. 5. Vent air from main heater core by opening vent in top of heater core until all air is expelled. 6. Place defroster heat control on full heat and open door to driver's heater. Use a screwdriver to open vent screw in top right corner of core. Close vent when all air has been expelled. 7. With engine still idling, top off cooling system and close filler cap securely. Anti-Freeze Protection The engine cooling system should be protected with anti-freeze solu tions for expected below freezing temperatures. Only ethylene glycol type solutions should be used. The cooling system capacity is 32 gallons, including the heating system. The engine cooling system alone is 28 gallons, including the heating system. The chart below shows the gallons of anti-freeze needed to protect the system at the temperatures given, and is based on the 32 gallon capacity. Anti-Freeze (gallons) 8 10 12 14 16 Protection Level (degrees F) plus 10 0 minus 10 minus 20 minus 30

ENGINE OIL To check the engine crankcase oil level, the engine should be at its normal operating temperature, and the engine should be stopped for approximately three minutes before checking the oil level. The engine oil dipstick is located at the lower left rear corner of the engine ( Item 6, Figure 6). The oil fill spout is located at the upper right corner of the engine ( Item 2, Figure 6). Allow one or two minutes before re-checking the oil lever after adding oil to the crankcase.


FUEL Should it become necessary to add fuel to the tanks at other than routine servicing points, only grade one diesel fuel should be added. A fuel tank filler spout is located on either side of the coach, just above the two rear wheels. SPARE TIRE The spare tire and wheel are stored in a compartment just beh i nd the front bumper. The jack is stowed in the same compartment i n a hold ing box for. this use. The lug wrench and handle is stored in the tool com partment on the lower left front of the coach. Us ing the lug wrench, remove the four bolts retaining the front bumper, and lay the bumper panel on the ground. Pull up on the two handles of the spare tire hold ing panel, and lower it to the ground. The spare tire and wheel may now be removed from the compartment. Wheel and tire are stowed in the compartment i n the reverse order of this removal procedure. The jacking poi nts for changi ng wheels are just aft of the front and drive axles, a nd just forward of the bogie axle, at the 'corner' of the wheel well, just inside the sidewall. To change a bogie wheel it is sometimes necessary to jack the coach first, and block i t, then jack bogie trailing arm to raise the wheel. SAFETY EQUIPMENT AND TOOLS The safety equipment installed in the coach is located in a compart ment at the right side of the dash, just in front of the entrance step, and is labeled as Emergency and First Aid Equipment. Stored in the compartment are a f ire extinguisher, a can nister of safety flares, a box of reflective hazard markers, a first aid kit, and a fire axe. Tools such as the lug wrench, wheel chocks and jacking blocks are stored in the tool compartment at the lower left hand corner of the coach. A d i vided storage box is provided in this compartment for tool storage. Make sure that any tools stored in this compartment are not loose, as loose tools could cause damage.


DOORS 1. Spare Tire Compartment 2. Tool Compartment 3. Electrical Compartment 4. Baggage Compartment

5. 6. 7. 8. 9.

Fuel Filler Spout Battery Compartment Radiator/AC Condensor Water Filler Spout Engine Compartment


COACH ACCESS DOORS The exterior access doors of the coach are shown in Figure 7. The components these doors give access to are referred to throughout the manual. They are presented here as identification of the major access doors and their specific location in the coach. TROUBLESHOOTING GUIDE This troubleshooting guide is presented as an aid in the detecting and reporting of mechanical problems in the operation on the coach. The guide is comprehensive in scope to enable the operator to make a valid assessment of the probable cause of a malfunction, and to make an accurate reporting of the problem encountered. The gu-ide is broken down into the major mechanical components of the coach; engine, transmission, clutch, brakes, electrical system, and air conditioning. The more comon malfunctions are listed in the left hand column, the probable causes are listed in the right hand column. ENGINE The most common engine problems have to do with overheating and low oil level or pressure. Both of these can result in the Motorguard shutting down the engine automatically if the warning tell-tale lights are ignored. In rare instances, the Motorguard will malfunction and shut down a properly running engine. If no warning lights were illuminated, and a check of the oil and coolant levels show them to be at proper levels. Do not attempt to alter or bypass the Motorguard circuit.


ENGINE MALFUNCTIONS MALFUNCTION Overheating INVESTIGATE FOR: 1. 2. 3. 4. 5. Broken or leaking coolant hoses. Radiator shutters stuck closed. Low Coolant Level. Cooling Fan Drive inoperative. Clogged or dirty radiator.

Low Oil Pressure

1. Low Oil Level. 2. Severe Oil Leak. 3. Defective Engine Oil Pump. 1. Loose alternator mounting. 2. Drive belt loose or slipping. 3. Shorted, grounded, or loose connections. 1. 2. 3. 4. Low grade of diesel fuel. Dirt or water in fuel. Partially closed emergency stop. Excessively dirty air cleaner. Do not run engine without air cleaner.


Misfiring or rough Engine operation

TRANSMISSION Transmission problems are infrequent, but usually present themselves as a vibration, difficulty in selecting, changing, or keeping the trans mission in gear. Investigation of transmission problems should nor mally be directed toward the operating linkage. Internal transmission problems can be caused by improper shifting habits, and lugging the coach at too low a speed in a higher gear. When experiencing apparent transmission problems, always make sure that the clutch is operating properly before reporting a defective transmission.


TRANSMISSION MALFUNCTIONS MALFUNCTION Jumps out of gear INVESTIGATE FOR: 1. 2. 3. 4. Shift rail worn or spring broken. Shift fork loose or sprung. Shift fork bent. Transmission mounting loose.

Difficulty in selecting a gear

1. Shift linkage bent or loose. 2. Shift fork bent or loose. 3. Shift lever bent or binding. 1. Bent or binding shift fork. 2. Bent or binding linkage. 3. Jammed shifting mechanism. 1. 2. 3. 4. Reverse solenoid inoperative. Reverse switch inoperative. Low voltage to solenoid. Bent or binding linkage.

Transmission jammed in gear

Will not select reverse

Transmission suddenly noisy in operation

1. Worn gear due to lugging. 2. Chipped gear d ue to improper shifting. 3. Sudden loss of lubricant .

CLUTCH Clutch problems may present themselves as an inability to change or select a gear. I nitial clutch investigation should be directed to the actuating linkage and air assist mechanism. The majority of actual clutch malfunctions may stem from improper linkage adjustment, binding or parts, grease on foreign material on the facings, and the release bearing or lever binding or galling. Clutch problems are aggravated by the improper use of the clutch, starting from rest in a higher gear, and consistent failure to doubleclutch when chan ging gears.


CLUTCH MALFUNCTIONS MALFUNCTIONS Non-Release or Drag INVESTIGATE FOR: 1. a) Linkage out of adjustment or broken. b) Short pedal travel. 2. Release lever out of adjustment or broken. 3. Grease on facings. 1. 2. 3. 4. 1. 2. 3. 4. 5. Worn facings. Linkage adjustment. Grease on facings. Release bearing binding. Grease on facing. Worn facing. Clutch parts or linkage binding. Loose engine mounts. Dust on flywheel.

Clutch Slips

Clutch Grabs or Chatters

BRAKES Adequate air pressure, as registered on the dash panel gauge, is the single most important item in proper brake performance. Make sure that the air pressure system is intact and that proper pressure is avail able before reporting a brake malfunction.


BRAKE MALFUNCTIONS MALFUNCTION Insufficient brakes INVESTIGATE FOR: 1. Air pressure below 80 pounds. 2. Delivery valve pressure below normal. 3. Brake adjustment. 4. Wet brake linings. 1. 2. 3. 4. Grease on linings. Defective brake valve. Actuating mechanism binding. Brake drum out of round.

Brakes grab

Brakes Apply Slowly

1. Pressure below 80 pounds. 2. Delivery valve pressure below normal. 3. Brake adjustment or lubrication. 4. Brake line restricted or leaking. 1. 2. 3. 4. 1. 2. 3. 4. 5. Brake mechanism binding. Brake valve faulty. Restricted brake line. Defective quick release valve. Brake adjustment or lubrication. Grease on lining. Shoe return spring broken. Drum out of round. Restricted brake line.

Brakes Release Slowly or not at all

Uneven Brakes


ELECTRICAL It is not possible to troubleshoot the electrical circuits in the normal manner. All electrical circuits in the coach are protected by automatic ally resetting circuit breakers. Circuits that repeatedly trip their circuit breakers are to be turned off, and the malfunction reported as soon as possible. When experiencing problems in circuits necessary for ope ration of the coach, such as driving lights during night operation, the coach should be stopped and all unnecessary electrical power turned off. A check for broken wiring or grounded cable is all that may be accomplished under these circumstances. The alternator and its drive components are covered in the trouble shooting guide for the engine. I nvestigation of the alternator and its drive should always be made when the 'NO CHARGE' tell-tale light is on. With a non-charging alternator, turn off all electrical power not necessary to the operation of the coach. This action should enable the coach to be driven to the nearest service point. AIR CONDITIONING The air conditioning system operates automatically to maintain a uni form temperature within the coach. Troubleshooting of the system by the operator is limited to observing coach temperatures that are too high or low, operational noise, and blower motor operation. Since the air conditioning compressor is coupled to the coach engine, it is driven at all times the engine is running, it is 'on' at all times. Excessive operational nois at the compressor should always be repor ted at the first opportunity.


AIR CQNDITIONING MALFUNCTIONS SYMPTOM Coach Temperature too High PROBABLE CAUSE 1. 2. 3. 4. 5. Excessively hot A/C load. Refrigerant shortage. Dirty Evaporator filter. Control thermostat improperly set. Tripped overload cicuit breaker.

Coach Temperature too Low

1. Control thermostat improperly set. 2. Faulty electrical component or wiring. 3. Compressor solenoid not closing. 1. 2. 3. 4. 5. Shortage of refrigerant. Dirty Evaporator or Condenser coil. Condenser cooling fan inoperative. Refrigerant overcharge. Faulty electrical components or wiring. Compressor bearings worn. Unloader mechanism bad. Loose or misaligned drive. Loose mounting bolts.

Air Conditioning 'Cycles' excessively

Operational Noise

1. 2. 3. 4.

LAVATORY The lavatory compartment is located in the right rear corner of the coach and contains a flush type chemical toilet, wash basin with run ning water, waste paper container and mirror. The compartment venti lation is operative only when the engine is turning, and the light is operated when the ignition switch is turned on. The compartment door is locked from the inside and a switch is activated by the lock to 1urn on the 'occupied' light on the compartment wall. When necessary to drain the toilet and wash basin holding tanks, position the coach over a sewer inlet or other facility to comply with local health regulations. The holding tank dumps from the bottom of the right rear corner of the coach, at a point approximately at the front of the condenser door, and about two feet in from the outer wall. The lavatory servicing point is in the right hand battery compartment, and includes three quick-disconnect type fittings, the holding tank drain control, and a valve for draining the fresh water tank. The fresh water fill connection is a 1/2-inch coupling marked 'POTA BLE WATER'. A push-button just above this connection is used to drain the fresh water tank. The toilet and wash basin holding flush coupling are both 3/4-inch connections. A single lever handle, or an air valve actuator, is located at the left forward side of the service point to open the drain of the toilet holding tank. The draining and flushing of the toilet and wash basin holding tanks is accomplished by closing the air valv (when the handle is parallel to the lme the valve is closed), opening the drain valve by way of the


single lever or the button operated valve, and connecting a hose to the coupling. Flush the unit until clear water flows from drain. The toilet tank is filled through the coupling after the drain has been closed. On some earlier coaches the toilet must be drained by raising the toilet seat and cover lifting up on exposed handle to pull plug out of bottom of holding tank. Turn the handle 1/4 turn to lock in the open position. Flush the toilet with running water if available, and close drain again. Add 6 to 8 inches water and chemical if available, before closing the cover. The water tank on earlier models must be reached through the left rear baggage door. To fill these tanks, turn off the valve located near the air gauge and bleed the air from tank by pulling up on the plunger of the pressure relief valve at the top of the tank. Take off the large hexa gonal cap to fill the tank. WINTER OPERATION During cold weather operation it is recommended that water not be placed in the fresh water tank since it may freeze and do damage to both the water tank and connecting lines. When water is not in the fresh water tank, it is necessary to turn off the pump by means of a toggle switch located in the engine compartment; this switch is located below the battery disconnect switches. Failure to turn off pump can result in damage to the water pump if there is no water in the system.

Battery 2 3 4 Basin Tank Drain Valve 1/2-inch Fill Coupling 3/4-inch Flush Coupling 3/4-inch Toilet Tank Coupling

6 7

Toilet Tank Drain Valve Drain Valve



GENERAL DATA LENGTH Over Bumpers Over Body Over Fenders Overall, Unloaded Pass, Floor from Ground, Unloaded Centre Aisle to Ceiling Floor to Underside Parcel Rack Front to Drive Axle Front Overhang Rear Overhang Drive to Bogie Axle CRS Ground to First First to Second Second to Platform Platform to First First to Pass, Floor 40' - 0" 39' - 10 1/2" 96" 133 1/2 " 55 3/4 " 75 " 60" 2 8 5 1 /2 " 85 1 /2 " 1 09 " 55 1/4" 1 6 1 /8 " 1 0 1 /4" 1 0" 9 1 /2 " 9 3/4 " 24 1 /2 " 25 1/4" 26" 1 4" 330 cu ft 21 1/2" 10 1 /4" 3 1 ' - 5 1 /4" 85 cu ft 31 3/4 " 57" 1 2 1 sq ft 11 .00




BUMPER CENTE R Front H E I G HT (Unloaded) Rear ENTRANCE DOOR Opening A I S L E W I DTH UND E R F LOO R BAG GAGE OV E RHEAD PARCEL RACK Capacity Depth Height Length Volume Floor to lower Glass Line Floor to upper Glass Line Glass area less Windshields (Upper & Lower) & Washroom Single, Front and Bogie Dual Rear




TURNI NG RADI US Right & Left body Corner Right & Left c/s Frontwheel

44' - 3 " 41'


FRONT Lb 6.600


LOAD ED V E H I C L E W E I G HTS 46 Passengers at 150 lb + 3600 lb - Baggage & Express F R ONT Lb 1 1.250 B OG I E 10.250 DRIVE 17.500 TOTAL 39.000

ENGINE - G M Diesel 8V71 eight cylinder two cycle e ngine. Displacement Compressor Ratio Bore & Stroke I njectors BHP at 21 00 RPM 567.4 18. 7 to 1 4 1 /4 X 5 N60 280

Fitted with mechanical speed limiting governor, including high idle (900 RPM) remote controlled position. CLUTCH - Lo ng, 17" single clutch. Clutch controls include air assis tor. PROPELLER SHAFT - Spicer 3 1/2 " diameter tubular s haft with 1700 series needle bearing universal joints. TRANS M I SSI ON - Spicer No 8844A constant mesh four speed me chanical transmissio n bolted to engine. Controls are of the two-rod type to forward selector. Ratios are - First 4.30, second 2.28, third 1.44, fourth direct, and reverse 6.0. T I R ES & W H E E LS - Standard tires are 1 1.00 x 20 " single front, single bogie and dual in drive axle. Wheels are 20 .00 x 8" forged aluminum. Spare wheel installed under driver platform accessible through front when bumper removed. SUS P E NSI ON - Goodrich torsilastic suspension at all locations. T his suspe nsion is based on rubber in torsional shear giving u nique ride characteristics. Adjustable torque radius rods provided at drive axle. Double acting shock absorbers at all axles, two per side on drive axle. H EAT I NG AND A I R COND I T I ONING - Standard coach is fitted with combined heating and cooling AC system. Therrl)ostatically controlled. Adequate capacity is provided for heating and cooling under all cli matic conditions. System features 2000CFM air circulatio n with 20% fresh air intake. Heati ng system includes a 140,000 BTU capacity heater core, and cooling is obtained from an engine driven 3 cylinder com pressor of 7 1/2 To n capacity. Individually controlled dr i ver's windshield defroster is installed. Selector enables air to be drawn in from inside or outside of coach. System capacity is 30,000 BTU.




37,5 37,5-50 18 18 5 18 5 Single contact bayonet Single con tact bayonet Single con tact bayonet Single con tact bayonet Single contact bayonet 7527 7527 5007 7527 5007 5004 5007 7582 5004 5004 6253 128 11 1 2821 12325 1 28 1 1 1 28 1 1 128 19 Single con tact bayonet Single con tact bayonet Single contact bayonet Single con tact bayonet Single contact bayonet Miniature bayonet 1 2445 1 2445 1 2821 1 2445 1282 1 3 5 25 3 3 6

4001 4002 1 1 41 1 1 41 89 1 1 41 89 67 89 1073 67 67 57

EXTERIOR LIGHTS Headlights (sealed beam) inside - stamped no. 1 inside - stamped no. 2 Backup lights Turn signal lights (rear) Tail lights Stop lights Licence plate lights Twinkle lights marker lights turn signal lights Turn signal lights (front) Comb. clearance & side marker light Iden tification lights I ntermediate lights

INTERIOR LIGHTS Driver's light Gauges & clock lights Warning & indication lights Step lights I nterior lights - white I nterior lights - blue Seat lights Occupied sign light Toilet light Reading lights Bagg & engine compt . lights 15 2 1 ,2 5 5 4 3 4 3 5 15

Single con tact bayonet Miniature bayonet Miniature bayonet Single contact bayonet Single con tact bayonet Miniature bayonet Single con tact bayonet Miniature bayonet Single contact bayonet Single contact bayonet Single con tact bayonet

5631 3796 3796 5007 5007 3893 5004 3893 5004 5007 5631

1 2413 129 1 3 129 1 3 1 2821 12821 12929 128 1 1 12929 128 11 12821 1 241 3

89 53 53 89 89 1891 67 1 89 1 67 89 89