D-COACH MAINTENANCE MANUAL - Motor Coach … Series Maintenance Manual Date: January, 2010 Page: 3C2-5 Copyright 2010 -- Motor Coach Industries Int’l, Inc. and its subsidiaries

D Series Maintenance Manual3C2-4Date: January, 2010 Page:

Copyright 2010 -- Motor Coach Industries Int’l, Inc. and its subsidiaries. All Rights Reserved P/N 3L--15--925R

MAINTENANCE

EXTERIOR CLEANINGRegular washing to remove accumulated dust and dirt

is recommended. Do not use alkaline cleaners onaluminum parts; corrosion could result. Use only milddetergent and a soft brush. Do not use abrasive cleaners,polish, or steel wool, which can remove the protectivecoating and may scratch and discolor the finish.

New FinishesThe exterior of the coach requires special attention

during the first 60 days after it is painted. During this time,the paint is still curing and hardening.

Hand wash only. Do not use high pressurewashers during the curing period. Damage tothe paint surface can result.

1. During the curing period, wash by hand only. Cleanfrequently using clean water rinses. If the coachexterior is extremely soiled, use a mild, neutral pH,nonabrasive detergent and clean water.

2. DO NOT use high pressure washers until the painthas cured and hardened.

3. Never apply wax to DuPont Imron paint; wax candamage the paint.

4. After the curing period, wash normally (seeRoutineWashing).

Routine WashingWash and rinse water must be free of solids. Ensure

that recirculating systems are properly designed,maintained and monitored.

Two types of detergent are necessary for optimumwashing efficiency. Use solvent-based, dissolvingdetergent with the prewash spray and highly lubricatingdetergent with the brushes. Follow detergentmanufacturer’s recommendations for concentrations ofcleaning agents. Where possible, 90_--110_F(32_--43_C) water should be used with detergent.

Most commercial detergents contain sequesteringagents and are effective in water of up to 8 grainshardness. If the detergent does not contain sequesteringagents, water should be softened to 4 grains hardness orless. Follow detergent supplier recommendations fordetergent and soft water requirements.

A highpressure prewash is vital to removeasmuchgritand grime as possible before brushing. Detergent may ormay not be used with the prewash (see Figure 3).

25---40 Ft.

25---40 Ft.

25---40 Ft.5---7’

1

2

3

2638

Figure 3. Washing Equipment Cycle

BRUSH

LUBRICATINGSPRAY

LUBRICATINGSPRAY

BRUSH

BRUSH

LUBRICATINGSPRAY

FINALRINSE

FINALRINSE

FINALRINSE

HIGHPRESSUREDETERGENTPREWASH

DETERGENTPREWASHDETERGENTPREWASH

DETERGENTPREWASH

HIGHPRESSUREWATERPREWASH

HIGHPRESSUREWATERPREWASH

If detergent is used in the prewash, allow enough timefor the detergent to soften the grimebefore otherwashingsteps.

In cases where the prewash spray does not containdetergent, a small additional spray arm should beinstalled to cover the window area only. The windowspray arm should be located about 5-7 feet (1.5-2.1 m)away from the prewash spray. The window spray armmay also be located before the main prewash station ifsufficient distance can be provided to allow the detergenttime to act; detergent action is most effective if appliedabout 25-40 feet at 1-2 mph (7.6-12.2 m at 1.6-3.2 kph).

Tampico-fibered brushes are recommended.Polypropylene is normally satisfactory, but brushfilaments with a high wax content (certain polyethylenes)should be avoided since the wax leaves deposits.

Synthetic filament is normally supplied with anX--shaped cross-section. Since this type of cross sectioncan trap grit against the side, round or circularcross-sectional shapes are recommended. Filamentsuppliers make round filament available upon request.



Many washers are designed with more than one set ofside brushes. Since abrasion occurs when brushescontact the coach, it is important to minimize theexposure of windows to brush contact. One set ofbrushes should be deactivated from the side washingfunction. Where two sets of side brushes are deemednecessary, it is especially important that the brushes beproperly adjusted and maintained to minimize abrasion.

Brush pressure should be as low as possible. Do notallowmore than 6 inches of filament to overlap the coachas the brush turns. The coach should travel through theprewash, wash and rinse at 1-2mph (1.6-3.2 kph). Neverstop the coach while it is in contact with the brushes.

Many washers include a rinse spray to clean grit fromthe brush. This should be retained and its positionoptimized. The final rinse should be high pressure andhigh volume, with a minimum delivery of 125 GPM.

Cleaning Magnesium Chloride and CalciumChlorideWhen operating in areas where snow is present, extra

care in cleaning must be taken. Ice and snow treatmentslike calcium chloride add a more severe degree ofcorrosion if left unchecked.

When it comes tomaintenance, washing vehicles to tryto keep the chemicals off the metal is important. There isno clear answer to the question of what washingstrategies are best. Pressurewashing may only push thechemical mixture further into tiny cracks and crevices. Inaddition, the new chlorides tend to stick to surfaces morethan traditional road salt, andmay need physical action toget them off rather than just spraying them with washwater. Keep in mind that more cleaning liquid is notnecessarily better--in somecases, anover--concentrationof washing compound may actually attack some of theplastics that are there to provide corrosion resistance.

Electrical connectors and systems must be inspectedweekly. Foam socket inserts that slide over the pins inseven--way connector sockets, go into the base to sealout moisture, and are effective to prevent corrosion. Anytime a tractor or trailer is repaired, use a heat shrinkterminal that seals out moisture. The old nylon and PVCterminals are unsealed, easily allowing contaminantsinside.

Brakes need special attention when inspection androutine maintenance are done to inspect for corrosion.

Using gladhand seals with dust flaps, which keepcontaminants out of the air system when the trailer isunthethered, is recommended. It is very easy for

rainwater to become contaminated with the chlorides onthe trailer surfaces and creep into the air system.Corrosive material can get inside the air lines and airtanks. It ismore critical than ever tomaintain the air driersand keep water drained from the air system.

CORROSION PREVENTIONThe entire underside of the coach is sprayed with a

heavy application of tectyl undercoating. All fasteners arecorrosion resistant.The coach operating environment determines the

amount of dirt and corrosion that will accumulate over anygiven period. Corrosion can be controlled by preventivemaintenance. As part of regular service, inspect all coachstructures that are likely to corrode.Roadsplashaffects thebody and causesmoisture, dirt

and road salt to accumulate in crevices and on flangescausing corrosion. Wash frequently, depending onoperating conditions. Wash daily when the coach isexposed to road salt.

IMPORTANT: Failure to properly maintain thebody surfaces and structural components of thecoach affects the coach warranty.

Certain areas of the coach are more susceptible tocorrosion than others and must be inspected morefrequently.

Preventive Maintenance: Seasonal InspectionBefore and after the winter, thoroughly inspect the

coach exterior body and understructure for corrosion.1. Wash the coach body, undercarriage, and cavities to

remove all accumulated dirt and salt.2. Inspect for signs of corrosion or bare metal (see

Exterior Body Inspection, UnderstructureInspection).

Exterior Body Inspection1. Remove the bumpers. Clean thoroughly and remove

corrosion; apply paint as required.2. Remove the sash and belt moldings from the coach

body (see Figure 4), Remove accumulated dirt andinspect sealant between sidewall panels and lowerbody panels for signs of decay and cracks. ApplySikaflex sealant as required. Inspect for loose rivetsand replace as necessary. Reinstall moldings.

3. Loosen the rub rail molding and clean behind it.Inspect for corrosion. Clean thoroughly and removecorrosion; apply paint as required. Reinstall rub rail.



Figure 4. Molding and Rub Rail Inspection

4. Inspect the entrance doors and moldings (seeFigure 5). Clean thoroughly and remove corrosion;apply paint as required.

Figure 5. Entrance Doors Inspection

5. Remove the fenders (see Figure 6). Cleanthoroughly and remove corrosion; apply paint asrequired. Reinstall the fenders.

Figure 6. Fender Inspection

6. Inspect all panels, seams and fasteners. Cleanthoroughly and remove corrosion; apply paint asrequired.

7. Inspect the window sashes, frames and moldings(see Figure 7). Clean thoroughly and removecorrosion; apply paint as required.

Figure 7. Window Frame and Molding Inspection

8. Inspect the drip moldings (see Figure 8), roof cap,and panel seams. Check for loose rivets. Replaceasrequired.



Figure 8. Drip Molding Inspection

Understructure InspectionAny damaged paint, undercoating or corrosion must

be repaired immediately as follows:1. Remove dirt, grease and oil (See Surface

Preparation).2. Remove corrosion and loose Tectyl coating with a

wire brush or by other means such as sandblasting.

Sandblasting can be used for cleaningbulkheads, brackets and other structuralmembers. Do not sandblast exterior sidepaneling. Do not sandblast excessively.

Follow safe shop practices whensandblasting. Wear hearing protection, a faceshield, gloves, protective clothing andrespiration equipment.

Baggage Compartment Floor Inspection1. Clean thoroughly and remove corrosion from

baggage compartment floors, flanges, bulkheads,beams and fasteners (see Figure 9).

2. Apply undercoat as required.

D00167

Figure 9. Baggage Compartment Floor Inspection

Rear Bogie Area Inspection1. Clean thoroughly and remove corrosion from

flanges, seams, bulkheads, the bogie, all air linesand components, electrical harnesses, connectors,and fasteners (see Figure 10).

2. Replace corroded lines, connectors and fasteners.3. Apply undercoat as required.

D00168

Figure 10. Rear Bogie Area Inspection



Engine / Tire Compartments Inspection1. Clean thoroughly and remove corrosion from

flanges, seams, bulkheads, the engine and tirecompartments, all air lines and components,electrical harnesses, connectors, and fasteners.

2. Replace corroded lines, connectors, and fasteners.

3. Apply undercoat as required.

STRUCTURAL WELDING

NOTE: Refer to the welding Caution in theintroductory pages of this manual before starting anywelding operation.

NOTE: Refer to Specifications: Welding RodApplications. Welding must conform to AmericanWelding Society specificationD1.1 StructuralWeldingCode -- Steel.

The frame structures are welded steel. Thehigh-strength Corten steel front and rear bogieassemblies are jig welded to ensure proper alignment ofthe main radius rod attaching points.

All of the lower frame components, including trussframes, are manufactured from stainless steel.

PANEL REPLACEMENTMetal or fiberglass body panel replacement requires

removal of rivets, metal screws or capscrews. Aluminumrivets can be removed by drilling out the rivet with a drillslightly smaller than thebody of the rivet.Whendrillingoutpop rivets, always push out the stem first.

If replacement of fiberglass roof or front lower cappanels is required, fit the old panel to the underside of thenew panel and mark the locations of rivet holes.

1. If the roof bow channels are bent or damaged, theyshould be repaired or replaced in order to match thecontours of the fiberglass panel. Some areas mayrequire shims. Mark the location and thickness ofeach shim.

2. Remove the panel and sand the marked areas toroughen the mounting surfaces. Apply Dolphinitesealer to the channel mounting surface and thesanded area. Clamp the panels and shims in place.Inspect the panel for proper fit.

3. Drill holes through the panel from the underside ofthe channel.

NOTE: Existing holes in the roof bow channel maybe used as a template.

NOTE: Only drill 4 or 5 holes at one time. Do not drillall the holes and then rivet. Prior to riveting, ensurecorrect alignment.

Hand-operated guns and lazy tongs for pulling Cherryrivets, Imex rivets, and Pop rivets are available fromMCI.Contact MCI Service Parts for information.

NOTE: Most panel repairs or replacements willrequire a sealant. Refer to the Parts Manual forappropriate materials.

Fiberglass Panel RepairsFiberglass repair generally consists of reinforcing

cracked or broken areas. Application of fiberglass to theback or underside of a damaged panel may allow it to berefinished and painted. Large holes, torn sections, andseparated joints require layed-up cloth and resin repair.Small exterior depressions, scratches or pits can berepaired using body putty.

Always use rubber gloves and a mask whenworking with resins. If resin contacts skin,wipe with denatured alcohol or clean thinner.Protective hand creams are available and theiruse is recommended.

If disc grinding or sanding, wear a respiratorand goggles. Resin dust is combustible; donot use an electric sander. To sand resin, usealow-speed, air-driven sander with water flushattachment; a dry sander with a vacuum bagattachment may also be used.The following tools and materials will assist in making

repairs. Hacksaw blade, assorted files, emery paper orcloth (No. 150 grit or finer), scissors or tin snips, waxpaper or cellophane sheets, small 3 inch (76.2 mm)grooved roller, paint brush, putty knife, acetone and oneor more heat lamps. For best results the ambienttemperature should be 70-75_F (21-24_C) when makingrepairs.

1. Remove all loose particles or damaged materialusing a power sander or rasp. Where necessary,sand paint away.

2. Grind or file the damaged area to form a V--shapednotch at the broken or cracked portion. Sides of thenotch should have a shallow pitch for maximumbonding area.

NOTE: Roughening the surface improves adhesionof resin.

Documents

D-COACH MAINTENANCE MANUAL - Motor Coach … Series Maintenance Manual Date: January, 2010 Page: 3C2-5 Copyright 2010 -- Motor Coach Industries Int’l, Inc. and its subsidiaries