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04 /26/ 24, 1:25am

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Subject: 1983 PT35 Motor Generator Author: Tim Babiak [ Next Thread | Previous Thread | Next Message | Previous Message ] Date Posted: 10/ 5/ 01, 9:16am I've owned a 1983 PT35 for a year. In that time I've repaired or replaced alot of little things. I have a problem with my motor generator not working. I follow all the factory instructions for usage but it doesn't turn on. Any suggestions? Also, this Bird is pushed by a 6V92 Detroit. It's giving me only 5.6 miles per gallon. Is this normal? Thanks, Tim [ Next Thread | Previous Thread | Next Message | Previous Message ]

Replies:

[> Subject: Re: 1983 PT35 Motor Generator Author: HR SKILLERN [ Edit | View ] Date Posted: 10/ 5/ 01, 10:22am I had a problem with my Redi-line. The remedy was simple---make a paper weight out of it. Seriously, they were the only game in town when they were built. But, they are very inefficient---only about 70% efficient, meaning that you lose 30% of your power in the transmission process. I replaced mine with a Heart 2KW inverter and am very happy with it. Plus you get a 100 amp battery charger with the inverter. I then disconnected the two converters (just unplug them) and use only the inverter/charger to charge my batteries. It is a "smart" charger, 3 phase, and consequently, my batteries don't boil dry like they used to. Good luck and keep on bussin'. [ Post a Reply to This Message ]

[> [> Subject: Re: 1983 PT35 Motor Generator Author: Tim Babiak [ Edit | View ] Date Posted: 10/ 5/ 01, 12:03pm HR: Thanks for replying so quickly. The Heart 2KW Inverter, does it fit into place where the motor gen. sets, or do you have to make an alteration? Is it easy to wire into the coach? Thanks, Tim [ Post a Reply to This Message ]

[> [> [> Subject: Inverter from Redi-Line Author: Jeff Miller [ Edit | View ] Date Posted: 10/ 5/ 01, 2:06pm I chose to install my Heart inverter where the chargers were. The chargers are paperweights anyway, and it was closer to the batteries (important). The wiring should all be upgraded / upsized anyway for the higher current capacity, and I had a new sheet-metal shelf made to hold the inverter so that it fits properly. The wiring was not difficult for one who understands electricity and wiring, but it was time comsuming. [ Post a Reply to This Message ]

[> Subject: Re: 1983 PT35 Motor Generator Author: Bob Dilks [ Edit | View ] Date Posted: 10/ 5/ 01, 8:06pm Your 1600 watt Redi Line Generator has probably served its useful life. Likely the demand sensor is shot. They are still manufactured and repairable. Go to rediline.con for internet info. I just replaced my Redi Line in a 1984 PT36 with an inverter. I believe the only inverter that will fit the abbreviated electrical cabinet in the shorter coach is the Statpower 1000 and 1800 watt units. Both have the same size enclosure - only the power and price is different. I can give you good advice on model type if you like - call 580/564-3517. [ Post a Reply to This Message ]

[> Subject: Re: 1983 PT35 Motor Generator Author: Bob Dilks [ Edit | View ] Date Posted: 10/ 6/ 01, 6:39pm The Redi Line generator uses two DC motors, one at each end of the housing, to run an AC generator in the center of the housing. Power to these motors is actuated through two solenoids in the electrical compartment when the ignition is turned "on". Trubleshoot as follows: Turn the ignition "on", and using a multimeter, check for DC current at each DC motor on the generator. If voltage is present at both, there is a problem inside the housing. If voltage is present at only one motor, check the appropriate solenoid to assure voltage is arriving at the solenoid, then confirm that voltage is not leaving the solenoid, then check the smaller colored wire to a smaller stud on the solenoid top to insure there is voltage to excite the solenoid coming from the ignition switch. Next check the white wire from the other small stud on the top of the solenoid to insure it is grounded. If both solenoids are properly grounded, if there is ignition voltage to excite both solenoids and battery voltage available to be switched at both solenoids but only one exiting wire feeding one of the DC motors has voltage then one solenoid has failed. There is a possibility both solenoids could have failed. If you replace the solenoids they each must be rated for 80 amps continous duty, or you can use one solenoid rated for 200 amps continuous duty. The original Cole/Hersee solenoids are available from West Marine and perhaps from Blue Bird. If there is no exciting voltage from the ignition to the solenoids, your problem is either in the exciting wire or the contact at the ignition switch feed. [ Post a Reply to This Message ]