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LX and LXI (Unique Issues) If you have a unique issue with your LX or LXI model coach and it can't be answered in one of the other forums here, then this is where you can list it, WITH THE EXCEPTION OF THOSE ISSUES INVOLVED WITH ANY LAWSUIT.....list your LX and LXI Parts here too.

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  #11  
Old 11-21-2018
rshrimp rshrimp is offline
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I have been doing the research on Brakes lately.
Here is what I learned.
On a Chamber with a parking brake, the first number is the service brake size and the second number is the parking brake size.

The number is the number of square inches of diaphram/piston surface
(Square Inches) x (PSI) = (Pounds of Force)

The other factor in brake application force is the length of the slack adjuster. The standards are 5.5 and 6 inch. The longer one will apply more torque to the s-cam.
Swapping between a 5.5 and a 6 inch Slack is like going half way between diaphram sizes.

I had not considered lag time in going from a 30 service to a 36 service. (Thanks John, I learned something here too)

My bus currently has 3030 Piston styles and 5.5 inch Slacks.

My take is this:
If you have 5.5 inch slacks and think you need more drive brakes, go to a 6 inch slack.
If yo are going to replace your chambers I see no down side to more parking brake force (3036) which you would also get with longer slacks.
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  #12  
Old 11-21-2018
4-Liberty 4-Liberty is offline
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Randy S, that is a very compelling argument . Especially the part about being able to continue on and address repair once at a location of your choosing.

Here is a newbie question... How do you know when there’s a failing brake canister? I mean , I have no frame of reference with this type of braking system. I had a panick stop on my way home from WOG , I could feel what felt like ABS pulsing , although much different than cars and SUV’s I’ve owned. Stopping distance and ability to scrub off speed left me less than impressed. I understand the mass that we are trying to stop on the coaches. Yet, I have seen some pretty impressive braking maneuvers on some of the tractor trailers I commonly share the road with. Clearly the modern braking systems have improved immensely on the large commercial vehicles vs what existed in 70’s and 80’s.

I should also add that I had 5K towed with no braking system.

Curious to hear different folks feedback.
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  #13  
Old 11-21-2018
rshrimp rshrimp is offline
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John. I would love to hear what your engineer buddy at MGM has to say about the chart on page 2 of this related document.

https://mgmbrakes.com/files/3014/2497/0165/5034.pdf

See the "SPRING SIDE PERFORMANCE COMPARISON CURVE
TR30/TR30LP3 VS. MJSXX30ET
(AT 100 PSI AIR PRESSURE)"

Wouldn't they all be "0" at 100psi ???????????
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2000 LX40 ME "Angry Bird!"
Body# 129047
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  #14  
Old 11-21-2018
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Randy Dupree Randy Dupree is offline
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Very good info,thanks guys.
I learned something too!
Now,wheres my coffee?
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  #15  
Old 11-21-2018
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Randy Dupree Randy Dupree is offline
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The MGMs are pricey,but i have not priced them at Ryder,don't forget we have a discount program set up there by Dan S.
Is it Ryderfleet?
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  #16  
Old 11-21-2018
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giderich giderich is offline
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Default ryderfleetproducts.com

The url for the discount program setup by Dan S. is below.


https://www.ryderfleetproducts.com/h...k-parts-c-9608


Quote:
Originally Posted by Randy Dupree View Post
The MGMs are pricey,but i have not priced them at Ryder,don't forget we have a discount program set up there by Dan S.
Is it Ryderfleet?
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  #17  
Old 11-21-2018
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Quote:
Originally Posted by rshrimp View Post
Make your own decision! We are only talking about the parking brake here. All of the service brakes are diaphram type, even the service brake part of a piston style chamber.

From MGM: Why a piston style Chamber.

MJS Series “Piston/Diaphragm” Spring Brakes are
designed to provide dependable service for the
long haul, as well as withstand the rigors of “stop
and go” operations such as emergency response
and parcel delivery.
MJS Series Chambers provide fl eets with the ability
to keep moving, even with an air leak in the spring
side of the unit. Unlike diaphragm type spring
brakes, which can be rendered inoperable by a
minor rupture in the spring side diaphragm, MJS
Series piston brakes continue to function, even
if the “piston-seal” becomes worn or damaged.
This feature allows the piston brake to maintain
sufficient air pressure to “hold-off” the power
spring, allowing the vehicle to complete its route
and return home for repair, avoiding the high cost
of an “on-the-road” service call. This is a benefit
fully recognized by an overwhelming number of
transit bus operations, worldwide.
MJS Series Chambers also provide higher
parking forces: as much as 502 lbs. more at 1¼
inches of stroke over an equivalent size double diaphragm
model; another benefit recognized by
fire truck and emergency vehicle manufactures
and fleet operations throughout North America.
These trucks loaded with hoses, ladders and other
equipment; along with 500 gallons or more of
water, are expected to park and hold on all types of
terrain: from U.S. Forest Service mountain roads,
to the hills of San Francisco, to the streets of New
York. Our MJS Series piston/diaphragm brakes
meet these expectations every day.
MJS Series “Piston/Diaphragm” Spring Brakes:
service and dependability you can count on from a
name you can trust . . . MGM Brakes.
Hi Randy,

Maybe it's just me but I'm concerned that "Make your own decision! We are only talking about the parking brake here" may be misconstrued by someone doing a quick read of this thread. They may not realize that the park brake is also the emergency brake. I think you should have said "we are only talking about the spring brake chamber here"....
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  #18  
Old 11-21-2018
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John Wyatt – Administrator/Moderator
 
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Quote:
Originally Posted by rshrimp View Post
John. I would love to hear what your engineer buddy at MGM has to say about the chart on page 2 of this related document.

https://mgmbrakes.com/files/3014/2497/0165/5034.pdf

See the "SPRING SIDE PERFORMANCE COMPARISON CURVE
TR30/TR30LP3 VS. MJSXX30ET
(AT 100 PSI AIR PRESSURE)"

Wouldn't they all be "0" at 100psi ???????????
Good catch. If I talk to him again, I'll point out the "AT 100 PSI AIR PRESSURE" error.
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Titusville, Florida
1991 40' WLWB-WTB
Body Number F095567
My Location: http://www.bbirdmaps.com/user1.cfm?user=4

1991 40' WB ...From 2008 - Present
1984 ½ PT-36 .From 2000 - 2008
1973 FC-31 .....From 1991 - 2001
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  #19  
Old 11-22-2018
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Randy Dupree Randy Dupree is offline
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I would love to see a breakdown drawing of what the factory MGMs look like,if you guys find one.
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  #20  
Old 11-22-2018
Silver Eagle Silver Eagle is offline
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Still trying to PERCOLATE this issue of brake chambers-


HAPPY THANKSGIVINGS TO ALL-


SAFE TRAVELS -


MJD
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