Posi-Trac Rear End in Bus ?

[Kenneth Brewer]

Jon makes the important point. While this may still be legitimate for the discussion's sake, for mud or sand, this feature only occasionally works, for other reasons. The weight of these coaches more likely will help getting more stuck as holes are dug by the drive axle wheels. Yes, very handy that one or two times. But Newells get stuck too, as drivers may think they can just hold the throttle on and wait. Then the shovels come out, if it's possible to dig under the coach bottom.

Perhaps more to the point, it's unlikely, if not out of the question, to convert. It means replacement of the drive axle with one that has a locking differential, plus the ancillary equipment that goes with it. Huge undertaking probably more expensive than an engine rebuild or replacement/exchange, if anyone contemplated it.

Anyway, that's pretty much the story.

[Jon Wehrenberg]

Jon,

Actually, I was thinking you would do the session; I don't like me. I think I could get the working model if this demo is wanted.

Ken, the hell with the model. Let's get Gary Stevens bus and see if we can get it stuck at the sheep farm. After all, actions speak louder than words.

I know there will be a sheep farm out at the OKC rally.

[merle&louise]

Yeah, let's get Gary's coach stuck in the mud!

How about it Gary, will you volunteer your coach for a mud test?

[lewpopp]

Know Jon, you can't run away from noing the noledge of the rearend.

I thought you really nue this stuff and you don't no crap.

Anyone getting my drift. Anyone go to high school in this bunch? I don't no if you did.

[garyde]

Here's a related link regarding traction: http://www.prevostcar.com/cgi-bin/pa..._esp_passenger

[tdelorme]

Lew, in Texas, English is taught as a second language. I NO this fur a fact.

[Jon Wehrenberg]

Lou,

Doesn't Kathi have something for you to do? You have way too much time on your hands.

The Prevost stability control system reacts by brake application which should transfer power to the wheel with traction while trying to get Gary's coach out of the mud at the sheep farm. However I drove a Lexus with a similar system on snow covered surfaces and I can tell you it was scary because when you want to go, such as pulling out onto a highway the damn thing reduced power to the drive wheels via braking and engine control and left me half on the highway and half on the driveway. There is a time when controlled wheel spin is necessary.

[Joe Cannarozzi]

Jim Scoggins owned a Bluebird with tandum rear axles.

[Kenneth Brewer]

Jim Scoggins owned a Bluebird with tandum rear axles.

I would like to be sure I understand what you mean by tandem axles. If you mean both axles driven, I would have to say that Bluebird probably didn't build it. That would require a second driveshaft between the first and second differential. It would likely mean a different spacing between both rear axles, which means frame changes. It would mean a modified suspension layout because the torque reaction of the second differential would have to be taken out somewhere with a link to the frame. Different rear axles would be required than what was supplied on other Bluebirds.

If you mean duals on the tag axle, I have heard of this, but not seen it personally. And I wonder why it was done, because the tag axle rating would not change with this modification alone.

If there are pictures I would love to see them.

[Joe Cannarozzi]

There is a thread in the archives somewhere where he talked about blowing the spider gears in the nosecone in the front rear and had to leave the bus out of town and finish the trip home in the toad.