Cooked my tranny

Larry has a good point there. Except for the perception that Jon had that the performance seemed to be degrading more and more as he traveled east.

One of the planetary units in my son's Chrysler broke once with the same results, except IIRC, it made some grinding noises. But it seems like if the
fluid was in order (not low or burned) something internally breaking would be a logical assumption.
--
Carl Stouffer
'75 ex Palm Beach
Tucson, AZ.
Chuck Aulgur Reaction Arm Disc Brakes, Quadrabags, 3.70 LSD final drive, Lenzi knuckles/hubs, Dodge Truck 16" X 8" front wheels, Rear American Eagles,
Solar battery charging. GMCSJ and GMCMI member
 
I told this story once here before but I think it applies here so:

When I was 16 and an Eagle scout we went on a week long canoe trip along the Canadian border. Our scoutmaster was driving his Pontiac with 5 of us in
it and towing a trailer. We stopped at a toll booth and upon leaving the car would not move. The 6 of us pushed the car and trailer out of the booth
and to the side of the road. He said let it sit for 1/2 hour or so and we will OK. Our Scoutmaster was a PHD Chemist working for then Standard Oil
of Indiana which is now BP Amaco.

About 45 minutes later we drove away and on to a gas station. He bought 6 or 7 quarts of transmission fluid and away we went. We continued on our
trip to the Canadian border. After we set up camp and the trans cooled, we drained the trans and replaced the fluid with new stuff. Trans pans had
drain plugs in those days. Our scoutmaster explained that there is an anti-foam agent that wears out after so many heat cycles. He explained the
hotter the fluid gets the lesser number of cycles it takes. By replacing 1/2 of the fluid we did not have the problem again. He said when he went
back to work (he worked in the Standard Oil lab) he would drain the trans again and replace that fluid a second time. He never had that a problem
again. He further explained that most of that foam was generated by and accumulated in the torque converter. Once it cooled down, the air dissipated
so it was pumping non-irritated fluid again. He said they had been working on the problem for quite a while. Their then current solutions were to
change the fluid more often, or for car manufacturers to make lock up torque converters, or make more efficient trans fluid cooling systems.
--
Ken Burton - N9KB
76 Palm Beach
Hebron, Indiana
 
I have lost a governor gear like 10 years ago. this is not that!

as for other questions-

coach sat at side of road for a few hours while I dealt with tow insurance.... When we got back to the coach, it was same situation. I fired it
up. Checked fluid, it seemed pink. there is a photo I posted on facebook of that where I wiped it on a paper towel. not overtly black.

tried all gears, even reverse and nothing.... the shifter felt fine, and seemed to feel the indents. But was like it was stuck in neutral,
however dropping it into park, the parkin pawl engaged and it seemed like Park worked.

no grinding noise or any sounds like that.

I could maybe have tried tranx, or changed fluid.... but that bandaid was not required yet. it still had more hill to climb to get off that
mountain. and hills to climb on the way home. Better to take a ride on a trailer or behind a tow truck. I was very fortunate for it to go where it
did. There are may spots on that road you would not want to be stopped, and there was Zero cell phone coverage for 10+ miles behind, and 30 miles
ahead.



--
Jon Roche
75 palm beach
EBL EFI, manny headers, Micro Level, rebuilt most of coach now.
St. Cloud, MN
http://lqqkatjon.blogspot.com/
 
With the exception of mechanical internal parts breaking without warning,
most transmission failures are the direct result of internal clutch
slippage. If your coach will not gain speed, even with heavy throttle
application, best practice would be to manually downshift to a lower gear,
and feather the throttle. This accomplishes two things. It reduces the
clutch pack loading, and increases the hydraulic pressure to clamp the
clutches. It also prevents lugging the engine and improves the coolant flow
to get rid of the excess heat due to heavy loads. Transmission cooling too.
If you tow heavy, it will save your transmission. But, that is what I do.
Jim Hupy
Salem, Oregon

On Mon, Jul 13, 2020, 11:16 AM Carl Stouffer via Gmclist <

> Larry has a good point there. Except for the perception that Jon had that
> the performance seemed to be degrading more and more as he traveled east.
>
> One of the planetary units in my son's Chrysler broke once with the same
> results, except IIRC, it made some grinding noises. But it seems like if
> the
> fluid was in order (not low or burned) something internally breaking would
> be a logical assumption.
> --
> Carl Stouffer
> '75 ex Palm Beach
> Tucson, AZ.
> Chuck Aulgur Reaction Arm Disc Brakes, Quadrabags, 3.70 LSD final drive,
> Lenzi knuckles/hubs, Dodge Truck 16" X 8" front wheels, Rear American
> Eagles,
> Solar battery charging. GMCSJ and GMCMI member
>
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
>
 
Just to throw in my 2¢ worth...,..

Looking through my THM400 book (the THM425 being a 400 folded in the middle with a big chain added), I notice that there is NO FRICTION ELEMENT
(CLUTCH OR BAND) which is applied in ALL driving ranges including reverse. Therefore it seems unlikely to be a burned out/slipping clutch unless
SEVERAL clutches are so damaged. This points me more in the direction of a hydraulic problem, ie: low/no oil pressure. (Of course this can lead to
burned clutches if it persists very long.) From what I've read and seen, the most common causes of low/no oil pressure in our trannies are:

1 Pump sucking air at the trans filter connection due to missing/damaged/loose O'ring seal. There has been discussion herein about undersized filter
pipes on some filters. Some rebuilders will add 2 O'rings when assembling the tranny just to minimize this risk. If you suspect this cause, I would
try (temporarily only) overfilling the tranny by several quarts, and see if it then moves. If it does, drop the pan and replace the filter, being
certain the O'ring(s) seal tight.

2 Totally clogged/kinked ATF oil filter. Could happen by driving over something which dents the pan. If item 1 above didn't help, I'd drop the pan
and check this possibility.

3 Torque converter not fully seated when installing. This puts pressure on the oil pump (and coincidentally on the crankshaft thrust bearings),
sooner or later destroying the pump and/or torque converter. If item 1 and 2 above gave you NO oil pressure, I'd pull the tranny and check this
first.

This is all speculative on my part, but might give you some things to check. Good luck in any case.

BTW, if anyone wants to better understand the workings of our transmissions, I highly recommend "How to work with and modify the Turbo Hydramatic 400
transmission" by Ron Session, MBI Books, 1987.

HTH,
Rick Staples
--
Rick Staples, '75 Eleganza, Johnstown, CO

"Advice is a dangerous gift, even from the Wise to the Wise, and all paths may run ill." -Tolkien
 
Do you have a deep pan? Could the filter simply have falling down so no tube feeding pump?
--
John Lebetski
Woodstock, IL
77 Eleganza II
 
Do not get mad at me guys. I did notread this whole thread, but did you check the 6 axle bolts. Over the years I have been on three Blacklist calls
for your exact symptoms and all three had all six bolts on the driver's side shaft loosen up and disappear.
--
Ken Burton - N9KB
76 Palm Beach
Hebron, Indiana
 
> I’ve never used synthetic fluid, probably just in my head but I don’t want to use anything that in theory is slipperier than what the trans
> was designed for. It gives a few added degrees of temp range before cooking, but then that also subjects the trans to those high temps. I try to not
> go into those temp extremes. Whose rebuild? I know the 3.21 is The Deal, but towing and mountains may point to 3.55-3.73 as a better combo. Hope
> you get sorted soon.

John,

I have been hoping that Emery would jump on this, he does know a lot more about automotive chemicals than I do. But one thing I do know is that in
the
development of both transmissions and the required fluid, there is a feature called something like "tractive effort" that is a serious specification.
What this all entails I do not know. I do remember (40+years ago) I was having trouble with the clutch of my enduro bike slipping. One of the people
that know that type very well told me that I should change the trans lube from either Ford or GM to the other and that would fix it. It did. I wish
my memory was better. I believe that difference no longer is an issue.

Chaumière has been running the Mobil synthetic AFT since I did the first change that was required because the trans had a failure of a retainer of a
chain bearing. When I dumped the fluid during the engine overhaul. It was a little bit gray but not burned. I like synthetic lubes because they do
not break down as easily with temperature. When a dino oil molecule gets heated to 305°F, it quits being lube oil right then. The original Viper
engines all have the kind of lube oil cooler that is a pancake between the engine mount and the filter. In about the third production year, Chrysler
changed the lube oil specification to Mobil 1 and removed the oil cooler and the warranty went down.

Matt
--
Matt & Mary Colie - '73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan
OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Twixt A2 and Detroit
 
Jon,
It's not the driver side stub shaft bolt is it?
Like what happened to me in St Cloud?

Just teasing, you know all about that issue..
________________________________
From: Gmclist on behalf of Matt Colie via Gmclist
Sent: Tuesday, July 14, 2020 8:54 AM
To: gmclist
Cc: Matt Colie
Subject: Re: [GMCnet] Cooked my tranny

> I’ve never used synthetic fluid, probably just in my head but I don’t want to use anything that in theory is slipperier than what the trans
> was designed for. It gives a few added degrees of temp range before cooking, but then that also subjects the trans to those high temps. I try to not
> go into those temp extremes. Whose rebuild? I know the 3.21 is The Deal, but towing and mountains may point to 3.55-3.73 as a better combo. Hope
> you get sorted soon.

John,

I have been hoping that Emery would jump on this, he does know a lot more about automotive chemicals than I do. But one thing I do know is that in
the
development of both transmissions and the required fluid, there is a feature called something like "tractive effort" that is a serious specification.
What this all entails I do not know. I do remember (40+years ago) I was having trouble with the clutch of my enduro bike slipping. One of the people
that know that type very well told me that I should change the trans lube from either Ford or GM to the other and that would fix it. It did. I wish
my memory was better. I believe that difference no longer is an issue.

Chaumière has been running the Mobil synthetic AFT since I did the first change that was required because the trans had a failure of a retainer of a
chain bearing. When I dumped the fluid during the engine overhaul. It was a little bit gray but not burned. I like synthetic lubes because they do
not break down as easily with temperature. When a dino oil molecule gets heated to 305°F, it quits being lube oil right then. The original Viper
engines all have the kind of lube oil cooler that is a pancake between the engine mount and the filter. In about the third production year, Chrysler
changed the lube oil specification to Mobil 1 and removed the oil cooler and the warranty went down.

Matt
--
Matt & Mary Colie - '73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan
OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Twixt A2 and Detroit

_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
 
Jon i mentioned fluid not because i dont beleive synthetic is bad (and your pics of the fluid actually look pretty good)....my concern was the clutch
packs used during the rebuild may have been older friction material which may not tolerate the synth fluid.

As i said before, i find it strange that you have nothing at all. I'd love to put a prssure gauge on this thing.

> > I’ve never used synthetic fluid, probably just in my head but I don’t want to use anything that in theory is slipperier than what the
> > trans was designed for. It gives a few added degrees of temp range before cooking, but then that also subjects the trans to those high temps. I
> > try to not go into those temp extremes. Whose rebuild? I know the 3.21 is The Deal, but towing and mountains may point to 3.55-3.73 as a better
> > combo. Hope you get sorted soon.
>
> John,
>
> I have been hoping that Emery would jump on this, he does know a lot more about automotive chemicals than I do. But one thing I do know is that
> in the
> development of both transmissions and the required fluid, there is a feature called something like "tractive effort" that is a serious
> specification. What this all entails I do not know. I do remember (40+years ago) I was having trouble with the clutch of my enduro bike slipping.
> One of the people that know that type very well told me that I should change the trans lube from either Ford or GM to the other and that would fix
> it. It did. I wish my memory was better. I believe that difference no longer is an issue.
>
> Chaumière has been running the Mobil synthetic AFT since I did the first change that was required because the trans had a failure of a retainer
> of a chain bearing. When I dumped the fluid during the engine overhaul. It was a little bit gray but not burned. I like synthetic lubes because
> they do not break down as easily with temperature. When a dino oil molecule gets heated to 305°F, it quits being lube oil right then. The
> original Viper engines all have the kind of lube oil cooler that is a pancake between the engine mount and the filter. In about the third
> production year, Chrysler changed the lube oil specification to Mobil 1 and removed the oil cooler and the warranty went down.
>
> Matt

--
Rich Mondor,

Brockville, ON

77 Hughes 2600
 
Keith,

Ken had me questioning myself. Something I should now know to pay more attention to.

But then my brain started working a little.

Even though I did not check the flange bolts or other final drive stuff.... the fact park works steers me away from final drive. I remember what
going into park sounds like when the final drive flange is loose. And your coach rolling down towards the lake.
My spare starter/wheel chuck was not near the door.

Got a notice that the tow company has the coach is on the move this morning.

--
Jon Roche
75 palm beach
EBL EFI, manny headers, Micro Level, rebuilt most of coach now.
St. Cloud, MN
http://lqqkatjon.blogspot.com/
 
When I had my trans rebuilt my rebuider was dead set against synthetic flui=
d.Sent from my U.S.Cellular=C2=A9 Smartphone -------- Original message -=
-------From: Matt Colie via Gmclist Date: 7/14/20=
8:55 AM (GMT-06:00) To: gmclist Cc: Matt Colie I=E2=80=99ve never used synthetic fluid, probably jus=
t in my head but I don=E2=80=99t want to use anything that in theory is sli=
pperier than what the trans> was designed for. It gives a few added degrees=
of temp range before cooking, but then that also subjects the trans to tho=
se high temps. I try to not> go into those temp extremes.=C2=A0 Whose rebui=
ld?=C2=A0 I know the 3.21 is The Deal, but towing and mountains may point t=
o 3.55-3.73 as a better combo. Hope> you get sorted soon.John, I have been =
hoping that Emery would jump on this, he does know a lot more about automot=
ive chemicals than I do.=C2=A0 But one thing I do know is that inthe develo=
pment of both transmissions and the required fluid, there is a feature call=
ed something like "tractive effort" that is a serious specification. What t=
his all entails I do not know.=C2=A0 I do remember (40+years ago) I was hav=
ing trouble with the clutch of my enduro bike slipping.=C2=A0 One of the pe=
oplethat know that type very well told me that I should change the trans lu=
be from either Ford or GM to the other and that would fix it.=C2=A0 It did.=
=C2=A0 I wishmy memory was better.=C2=A0 I believe that difference no longe=
r is an issue.Chaumi=C3=A8re has been running the Mobil synthetic AFT since=
I did the first change that was required because the trans had a failure o=
f a retainer of achain bearing.=C2=A0 When I dumped the fluid during the en=
gine overhaul.=C2=A0 It was a little bit gray but not burned.=C2=A0 I like =
synthetic lubes because they donot break down as easily with temperature.=
=C2=A0 When a dino oil molecule gets heated to 305=C2=B0F, it quits being l=
ube oil right then.=C2=A0 The original Viperengines all have the kind of lu=
be oil cooler that is a pancake between the engine mount and the filter.=
=C2=A0 In about the third production year, Chryslerchanged the lube oil spe=
cification to Mobil 1 and removed the oil cooler and the warranty went down=
.Matt -- Matt & Mary Colie - '73 Glacier 23 - Members GMCMI, GMCGL, GMCES E=
lectronically Controlled Quiet Engine Cooling Fan OE Rear Drum Brakes with =
Applied Control ArmsSE Michigan - Twixt A2 and Detroit_____________________=
__________________________GMCnet mailing listUnsubscribe or Change List Opt=
ions:http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
 
Keith V wrote: " One of the people
that know that type very well told me that I should change the trans lube from either Ford or GM to the other and that would fix it. It did."

I'd guess you changed from Type A/Dexron to Type F (older Fords). IIRC, the difference involves the coefficient of friction (film strength?) under
pressure. The GM Dexron fluid requires a bit more physical pressure before a friction element (clutch or band) locks up. This is great for smooth,
gentle shifts, a GM hallmark. Trannies designed for Dexron are calibrated for its characteristics (I assume filling servos and clutches faster, to a
higher pressure, etc).

OTOH, Type F fluid is "grabbier", locking up more quickly at a bit less pressure. This allowed Ford to use lower hydraulic pressures, ostensibly to
save energy and lighten components.

The conventional wisdom used to be that using Dexron in a Ford would cause slippage and burned out clutches, while using Type F in a GM would cause
very harsh shifts with (possible) transmission/driveline damage.

However, some (many) years ago in this forum there was a member who used his GMC to tow his race car, I think it was a drag racer. I'm sorry, I can't
recall his name.
He stated that since they used Type F in the race car, they just used it in the GMC, figuring it would help prevent slippage under the stress of
towing,etc. Said it worked fine.

So, I started using it in my GMC, some 20-odd years ago. I don't put a lot of miles per year on The Dancing Bear, especially recently due to some
health problems. So far, so good. It DOES shift a bit harshly, especially under wide-open throttle. I did a forced kickdown at 65mph once on the
Interstate. I try to avoid that now, shifting down manually when necessary. Changed fluid an filter recently, and the pan was clean.

JWID, YMMV

Rick Staples
--
Rick Staples, '75 Eleganza, Johnstown, CO

"Advice is a dangerous gift, even from the Wise to the Wise, and all paths may run ill." -Tolkien
 
Jon,
yeah if park works, thats not it.
Always keep a spare air compressor around as a wheel chock!
________________________________
From: Gmclist on behalf of Richard H Staples via Gmclist
Sent: Tuesday, July 14, 2020 9:56 PM
To: gmclist
Cc: Richard H Staples
Subject: Re: [GMCnet] Cooked my tranny

Keith V wrote: " One of the people
that know that type very well told me that I should change the trans lube from either Ford or GM to the other and that would fix it. It did."

I'd guess you changed from Type A/Dexron to Type F (older Fords). IIRC, the difference involves the coefficient of friction (film strength?) under
pressure. The GM Dexron fluid requires a bit more physical pressure before a friction element (clutch or band) locks up. This is great for smooth,
gentle shifts, a GM hallmark. Trannies designed for Dexron are calibrated for its characteristics (I assume filling servos and clutches faster, to a
higher pressure, etc).

OTOH, Type F fluid is "grabbier", locking up more quickly at a bit less pressure. This allowed Ford to use lower hydraulic pressures, ostensibly to
save energy and lighten components.

The conventional wisdom used to be that using Dexron in a Ford would cause slippage and burned out clutches, while using Type F in a GM would cause
very harsh shifts with (possible) transmission/driveline damage.

However, some (many) years ago in this forum there was a member who used his GMC to tow his race car, I think it was a drag racer. I'm sorry, I can't
recall his name.
He stated that since they used Type F in the race car, they just used it in the GMC, figuring it would help prevent slippage under the stress of
towing,etc. Said it worked fine.

So, I started using it in my GMC, some 20-odd years ago. I don't put a lot of miles per year on The Dancing Bear, especially recently due to some
health problems. So far, so good. It DOES shift a bit harshly, especially under wide-open throttle. I did a forced kickdown at 65mph once on the
Interstate. I try to avoid that now, shifting down manually when necessary. Changed fluid an filter recently, and the pan was clean.

JWID, YMMV

Rick Staples
--
Rick Staples, '75 Eleganza, Johnstown, CO

"Advice is a dangerous gift, even from the Wise to the Wise, and all paths may run ill." -Tolkien

_______________________________________________
GMCnet mailing list
Unsubscribe or Change List Options:
http://list.gmcnet.org/mailman/listinfo/gmclist_list.gmcnet.org
 
Gmc is in mn. Tranny is out. With a lift and help that was an easy task.

Fluid had a bad smell. But more-so entire inside is full of metal particles.

We have not tore it down, but thinking maybe best to utilize a cleaner core.

So i have to imagine there was something failing earlier in this trip. Lots of junk in there.
--
Jon Roche
75 palm beach
EBL EFI, manny headers, Micro Level, rebuilt most of coach now.
St. Cloud, MN
http://lqqkatjon.blogspot.com/
 
> Gmc is in mn. Tranny is out. With a lift and help that was an easy task.
>
> Fluid had a bad smell. But more-so entire inside is full of metal particles.
>
> We have not tore it down, but thinking maybe best to utilize a cleaner core.
>
> So i have to imagine there was something failing earlier in this trip. Lots of junk in there.

Remember Jon, I have two parts transmissions if you need something. Heard from Steve T yet?
--
Larry
78 Royale w/500 Caddy
Menomonie, WI.
 
quick update:

Steve Turnquist just happen to take the 1 week off that I cooked my transmission. I received a call from him Monday morning, and with the
wonderful help of the community and specifically Larry, Steve Turnquist has some core transmissions to utilize to build me one.

Steve has been very receptive as to our needs for a reliable transmission. I do not know all his tricks, and I don't plan on understanding them. he
seems to have a proven track record.

It might be smoke and mirrors, but bottom line, I just tallied up people that reached out to me about their "turnquist" transmissions and I now know
he has 9 transmission out running in GMC motorhomes and no failures at this point. 3 of those had multiple other builder failures before going to
steve turnquist. of those 3, they are folks that I know have taken that transmission multiple times to Texas, California, Florida. and all 3 are
towing some sort of towd. The rest don't let their coach's sit much either, but like me, usually can't get more then a day or two travel away from
home.

Steve and I talked about how i was driving it, what I was towing. He sees no reason why the th425 should not get me up to the crest of the pass.
He did advise me that we should up the cooler lines to 3/8", and install a large stack plate cooler with a fan. he does not trust flushing of
existing radiator cooler. Will also be installing a tranny temp gauge into the pan, that way I can be aware of any situation where the transmission
cooler is not keeping up with the demand of the transmission.

so parts are on the way, hopefully it will all come together soon, and we will be back mobile again, and i can get back to fighting my generator
problems.



--
Jon Roche
75 palm beach
EBL EFI, manny headers, Micro Level, rebuilt most of coach now.
St. Cloud, MN
http://lqqkatjon.blogspot.com/
 
Thrilled to hear he's still in business.=C2=A0 =C2=A0He rebuilt ours in =
2016 and so far it's performing well (knock on wood).=C2=A0 We tow a Jeep W=
rangler @ about 3,600 lbs, 403 engine and 3,70 final drive.Ray Erspamer=
=C2=A0Sent from my U.S.Cellular=C2=A9 Smartphone -------- Original messa=
ge --------From: Jon Roche via Gmclist Date: 7/22=
/20 8:20 AM (GMT-06:00) To: gmclist Cc: Jon Roche Subject: Re: [GMCnet] Cooked my tranny quick update:Steve Tu=
rnquist just happen to take the 1 week off that I cooked my transmission.=
=C2=A0=C2=A0=C2=A0 I received a call from him Monday morning,=C2=A0 and wit=
h thewonderful help of the community and specifically Larry,=C2=A0 Steve Tu=
rnquist has some core transmissions to utilize to build me one.Steve has be=
en very receptive as to our needs for a reliable transmission.=C2=A0=C2=
=A0 I do not know all his tricks, and I don't plan on understanding them. h=
eseems to have a proven track record.It might be smoke and mirrors,=C2=
=A0 but bottom line, I just tallied up people that reached out to me about =
their "turnquist" transmissions and I now knowhe has 9 transmission out run=
ning in GMC motorhomes and no failures at this point.=C2=A0=C2=A0 3 of thos=
e had multiple other builder failures before going tosteve turnquist.=C2=
=A0=C2=A0 of those 3,=C2=A0 they are folks that I know have taken that tran=
smission multiple times to Texas,=C2=A0 California, Florida.=C2=A0=C2=A0 an=
d all 3 aretowing some sort of towd.=C2=A0 The rest don't let their coach's=
sit much either, but like me, usually can't get more then a day or two tra=
vel away fromhome.=C2=A0=C2=A0=C2=A0=C2=A0 Steve and I talked about how i w=
as driving it,=C2=A0 what I was towing.=C2=A0=C2=A0 He sees no reason why t=
he th425 should not get me up to the crest of the pass.=C2=A0 He did advise=
me that we should up the cooler lines to 3/8", and install a large stack p=
late cooler with a fan.=C2=A0=C2=A0=C2=A0 he does not trust flushing ofexis=
ting radiator cooler.=C2=A0 Will also be installing a tranny temp gauge int=
o the pan,=C2=A0 that way I can be aware of any situation where the transmi=
ssioncooler is not keeping up with the demand of the transmission.=C2=A0=
=C2=A0 so parts are on the way,=C2=A0 hopefully it will all come together s=
oon, and we will be back mobile again,=C2=A0 and i can get back to fighting=
my generatorproblems.=C2=A0 -- Jon Roche75 palm beach EBL EFI, manny heade=
rs, Micro Level, rebuilt most of coach now.St. Cloud, MNhttp://lqqkatjon.bl=
ogspot.com/_______________________________________________GMCnet mailing li=
stUnsubscribe or Change List Options:http://list.gmcnet.org/mailman/listinf=
o/gmclist_list.gmcnet.org
 
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