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Engine shutoff fails

There are many possible reasons for the engine failing to shut off, but a common item to wear and fail is the engine shutoff vacuum operated switch.
It can be found on page 19 of the motors workshop manual just to the left and above the number 27, or in this image.
This item needs to be removed, an easy procedure, and the two main parts separated by unbending the retaining lugs.
Inside, the rubber diaphragm will be found to have a split.
This can be repaired by using a rubber glue that remains flexible, eg. a shoe repair glue, and placing a thinnish flexible blob over the split.
Reassemble and reinstall.
This repair will survive for quite some time, and saves you a fortune !

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Gravel and sand roads

When traveling on gravel roads, reduce your speed and reduce tyre pressure.
This will substantially reduce the risk of tyre failure, and other damage from flying rocks.
On sand, reduced pressure improves traction and reduces sinking.
Be sure to reinflate tyres when back on the seal.

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Tyre pressures

When an RB145 bus fitted as a motorhome is fully loaded, the gross weight will be close to 6 Tonnes.
According to tyre charts, front tyres need to be 10 ply minimum and operate at 75 psi (5.17 bar) and rear tyres need to be 12 ply at 85 psi (5.86 bar).
(Tyre pressures depend on the make of the tyre so check for your tyres.)
However these pressures results in a harsh ride and increases the possibility of tyre damage.
It is recommended to have tyre pressures at; front 70 psi (4.83 bar) and rear 75psi (5.17 bar). For these pressures, 10 ply tyres may suffice.
This also improves steering and may reduce sway if your vehicle suffers from this.
The increase in fuel consumption is not significant.
Links here, and here (light trucks).

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Springs and dampers

Hino RB145 buses converted to motorhomes are at the maximum weight for the spring sets, and adding an extra leaf to each spring set dramatically improves the ride, and avoids or reduces bottoming out.
Haire Truck & Bus Repairs Wodonga, Victoria, do an excellent and price competitive job.
Wilkinson's Engineering Atherton, Queensland, possibly do the best job in the country. Not only do they add a leaf to each spring set, but each set is removed and individually retempered.
Powerdown is the pioneer and leading supplier of Australian designed shock absorbers and suspension components for trucks, buses, 4WD’s and European vans. Our shock absorbers have been specifically designed for Australian roads and climatic conditions. Powerdown has an extensive distribution network throughout Australia and New Zealand. Phone 02 4949 0000.
Front Shock absorber, RT 336. (road train)
Rear Shock absorber, RT104M3, heavy duty, non adjustable with bushings to fit
Cost $225 per pair (2013)

Be sure to check the dampers (shock absorbers) are working, or have them replaced.

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Windscreens

   Koala glass

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Air Conditioner V Belts

Any one who has had to purchase V belts may have received a shock at the price.
Well the other day the air con did not work and I thought it had lost it's gas.
After organising an appointment at an air con fixer place, I decided to check if the engine was still in the housing as it has performed flawlessly for some long time, actually since the last oil change, and lo and behold, the air con belts were not there !
Well only the remnants remained. So being computer savvy I decided to look on line and found the first link to be Super Cheap Auto. Yes they had the right size, code 11A1130M and only $19.99 for the pair !!!
Not only does the air con work better, I am a happy and cooler man.
Ron

PS if any one purchases the belts for the alternator or the steering pump, please pass the code onto Admin, email at top of page - thanks.

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Air compressor

Air conditioner compressor replacement. Sanden model part number cxs7867, sd7h15 it is a universal type and you will need an adapter plate.

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Reading oil dip stick

I would like to know how to read the oil dipstick, there are no marks showing low or full however there appears to be a very small slot approximately 25mm long but showing no levels, I am only guessing the bottom of the cutout is low and the top is full but this only a guess and that I do not like. My motor is the W40C-T. I presume they are all similar ? Norm

Norm, You are right, that is how Hino does the oil levels. You are also right regarding the motor, they are all W40C's and the T is for turbo-charged. Another way to check the oil, when you do an oil change, put on a new filter, add exactly 11 litres, start the engine to fill the oil ways and filter, and then stop, wait a minute for the oil to settle and then check the oil measuring stick, and it should be on the full mark, or top end of the slot. All the best, and thanks for the question, glad to be able to help. Happy travels.

While on the subject of oil, grade to use is 15W40, and change oil and filter every 10,000 km. At the same time, clean the air filter. Try and grease the nipples every 5,000 km.


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RB145 on car license

There is a person advertising an RB145A for sale on Gumtree and also advertising that it can be driven on a car licence. Somehow he's had it de-rated to a GVM of 4495kgs to bypass the light rigid driving licence requirements and also the yearly safety inspections. Problem is, as we all know, is that you cannot get a fitted out RB145 under 4500kgs under any circumstances, so if some poor person buys this vehicle believing they can, they will certainly be in trouble if the vehicle is weighed by state transport authorities and worse still, if they are unfortunate enough to have an accident, their insurance may be void (refer to Collyn Rivers latest article in the Wanderer). I would just ask that if you know someone considering a Hino that you please point this out to them so they don't get caught out.
Cheers, Les
Ed comment - the tare weight of the RB145 without the seats is 4495 kg.

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Hino extra radiator

The Australian assembled RB145 has an extra radiator behind the air conditioner condenser on the right hand side of the bus.
The imported RB145A's don't have this extra radiator and I was wondering if any of these owners have had any overheating issues whilst traveling Oz? I've heard of an owner who added extra cooling for towing but that's all. Perhaps our 'group' can shed some light on whether their vehicles cope ok without the extra radiator?
When I remove my small radiator I was planning on using 'blank off' rubber caps 16mm I think they are, plus hose clamps obviously, to ensure the water flows straight through to the front radiator and back again.

Admin - I have driven in 40 degree heat full throttle up the steep central divide mountains in third gear for a long time, and no overheating. The temperature gauge will rise much hotter than normal as per the owners manual until the electric fans start, and right to the top of the normal zone, but this is below the RED zone. I have heard on more than one occasion of owners modifying cooling systems as they believed their units were over heating, but this is not the case.

photos from Les Trask


side radiator 1 side radiator 2

side radiator 3 side radiator 4

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Bus heater system removal

Hi my Hino RB145 has a water pump in front of the left side rear wheel which was for the heater system I think. I have removed the heaters and would like to remove it and the redundant pipes, as I would like to fit a water tank there. Can anyone tell me if this possible? Gary

Gary, the water pump and diesel heater unit you are referring to is to heat the engine water system for the bus in the extreme cold of Japanese winters. It is possible to remove this system in total as well as all the bus interior heaters along with all the pipe work from the engine and return.
The electrics need to be disconnected beneath the floor and the terminals protected from the environment by sealing in a plastic bag and securely tied to the chassis.

PS On the other side of the bus is the diesel heater unit to keep the system from freezing in the -30C temperatures of the Japanese winters. This can also be removed. Seal the diesel line that comes from the tank. This line can be used to supply diesel to a diesel heater unit to heat the bus internally to great effect.
Note: the outlet to this line is not at the bottom of the tank, so you can not run out of fuel for the engine, or put another way, the fuel will stop flowing here before the tank is empty, just in case you wonder why the heater stopped when there is still 10 or 15 litres of fuel in the tank - Ron


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Tubeless tyres

After a lot of searching I stumbled over a useful source of 17.5 x 6.00 tubeless rims with the correct 5 stud centres and 127mm offset.
These allow the use of 215/75 or 205/80R17.5 tubeless tyres and fully comply with the Hino parts manual.
For anyone interested, contact Dave or Nathan at Tyreright, Wangara WA
Tel. 08 9302 5055 or info@wangara.tyreright.com.au.
They import them by the container load for NW mining use and sell them at $170 each.
Cheers Bob Wood .

Admin - I asked Bob if he could give an insight into the use of the tyres - here is his reply.

When I bought the bus it was sitting on 17.5 x 5.25 tubeless rims which had 115mm offset and 8mm centre thickness. I now know these were commonly fitted to the somewhat lighter Hino Dutro trucks as well as Toyota Dynas. The tyres were 215/75 Yokohamas on the front and 205/80 Bridgestones on the back and were all in very good condition.

I found it had some tendency to wander and all the usual swaying problems.
The swaying was largely tamed by replacing the shock absorbers at both ends – the rears are the Powerdown specials RT104M3 – and anti-roll bar bushes. This is the first bus I have ever driven and is the complete opposite of my normal drive.

My research revealed that the rims were the minimum recommended size for the 205/80s but below minimum for the 215/75s and with little published data to work with, I had inflated them to 70psi. It felt OK, but I had nothing to compare with. With my tyres now fitted to the new rims the tyre place inflated them to 90psi. I have only driven it the 100km home since the new wheels were fitted but it certainly rolls along a little easier and maintains speed with a little less throttle. That may indicate that the 70psi was too low. The wandering also seems to be less, and to me it feels more ‘planted’, although that may be wishful thinking, I’d just parted with a chunk of unbudgeted money :-(

tubeless rim The front tyres will now be sitting a little flatter, due to the wider rim, but may take a while to settle and wear to their new format. The track at the front is about the same as it was. The track at the rear is effectively increased by a few mm due in part to the offset but also the 2mm extra in centre thickness. The outside edge of the rim is just about flush with the body side. There are no conflict problems on the inside.

rear tubless rims Overall then the footprint is marginally wider but the tyres are much better supported, lessening the tendency for the tyre to flex sideways relative to the wheel.
On my limited experience I am pleased with the result.

Of course, I already had the tubeless tyres so my cost was to replace 6 rims and to buy a complete spare rim & tyre as my spare had been a 16”. Compared with the original spec 7.00R16 on a split rim, the overall rolling diameter is effectively the same but the tubeless tyre will run cooler. I shall be carrying a repair plug kit which hopefully would allow me to repair a flat without removing the wheel – time will tell.

Having spoken with many arms of the wheel and tyre industry over the last few weeks, it is nice to be able to prove wrong those eminent gentlemen who assured me that “you won’t get any”, “they don’t make them”, they wouldn’t be allowed”, “you’ll need all new tyres as well” etc. etc. I’m sure you’ve also encountered some of these ‘experts’.

The responses I got when I asked for feedback showed that many are running 7.00R16s while some have opted for 7.50R16s. Nobody else had gone tubeless but that choice had already been taken by the previous owner of my bus.

Interestingly, the operator of a local school bus contractor runs all of his smaller buses on 215/75s and swears by them.
The other gem was that in the Bridgestone range, 205/80s are $300 each, 215/75s are $430 each.

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Swing away spare tyre carrier

swing away spare wheel carrier 1 swing away spare wheel carrier 2
swing away spare wheel carrier 3 swing away spare wheel carrier 4
swing away spare wheel carrier 5swing away spare wheel carrier 6
swing away spare wheel carrier 7 swing away spare wheel carrier 8

swing away spare wheel carrier 9

List of components 1 - 50*50*1.5 Square 735mm
1 - 50*50*1.5 - 725mm
1 - 50*50*1.5 - 660mm
1 - 50*50*1.5 - 935mm
1 - 50*50*1.5 - 355mm
1 - 40*40*3 angle - 70mm - external top mount
1 – 65*65*5 angle - 150mm - main bottom mount
1 – 30*5 flat - 60mm - anti luce tab
1 - 60*3 flat - 100mm - internal mount for top bracket
2 - nylon bushed hinges
1 - Anti Luce Lock
3 - 100*25mm bolts cut to suit
3 – nuts to suit bolts
4 nuts and bolts to mount the carrier to the bumper and the top mount 12mm diameter and about 30mm long

I bought the hinges and anti luce lock from OVESCO and the heavy bolts from a local bolt specialist.
The anti luce lock should be available from any trailer parts place. (This is a common device on trailer tailgates).

Bill Behan

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Swivel front seats ?

Has anyone got drawings or other information regarding swivel seats for the front ? Bob

Important stuff to know DO NOT bolt anything to the floor until you have located the seat to your preferred driving position and you are sure it will rotate properly without hitting anything.

To start with, use the original mounting holes. The engineers like this a lot.
If you can’t utilise the holes at least use the original brackets, this too is really good. But make sure you fill the holes to stop water etc. getting in.
Use 8mm high tensile bolts and nylock nuts.
Use 3mm plate to make the new mounts.

Check out Vehicle Standards Bulletins - used to be called DOTARS -for everything related to engineering in motor vehicles, trailers, etc. ( link here).

I used Subaru seats because they had a arm rest but the seat was too long and hit my calf all the time, they also had a pressed metal base and formed foam which tended to get uncomfortable after a while. So I changed to Hilux seats. These are a lot (50mm) shorter in the seat and have springs under the foam to give a nicer ride, they are also a smallish seat (as opposed to something out of a commodore).

When you find a seat simply cut the old pressed metal mounts off and bolt the runners directly to the new mounts you make.

Drivers side floor to rotating seat base
rotating seat base 2 * 370mm long 3mm plate bent to 50mm * 30mm. Note that the bracket is over bent to suit the rotating base. This is the rear bracket. The 50mm edge is bolted to the floor utilising the original under-floor reinforcing brackets. The front is exactly the same. It’s all mounted inside the frame of the rotating base.
Bolt the bent bracket to the rotating base.

Rotating base to seat brackets.
braket dimensions rotating seat base 2 This bit is going to depend entirely on the type of seat you end up buying. I have used Toyota Hi Lux seats because they are relatively small and they have inner springs to help with the comfort factor.
2 * 370 long *85 wide 3mm plate bent to a Z section. Remember you need left and right brackets. The 40mm and the 25mm are to make up for the difference in width between the rotating base and the seat.  The 20mm is for height adjustment depending on how tall you are. This is the right hand side bracket. In this photo I have used a nut as a spacer to allow the slide to run free.

Car seats are usually built so the driver is leaning backward a bit with the legs extended out in front. In this photo I have used a piece of tube at the rear to bring the seat up to more level so I can sit more upright. Again this is entirely adjustable to preference.

seatg leveler When you have everything bolted together you can start playing with where you want the seat to be located. In cars the relationship between the steering wheel, the pedals and the seat never line up. It might feel good but if you get a tape measure out you’ll be surprised at how far out of alignment they really are. So when you are playing with seat positioning don’t be too surprised to find that the seat may not be exactly parallel with the side of the bus. I moved my seat inboard a bit to allow it to rotate properly and then turned it a bit (about 10mm off square) so my feet lined up with the pedals. This also had the benefit of giving me a bit of elbow room.

Passenger side
ledft seat 2 * 420mm long 3mm plate bent to 50mm * 30mm . The passenger side is much the same as the driver side except for the narrower mud guard. Which means the seat is going to hang (unsupported) over the edge. I welded a small bracket to the overhang and then bolted the bracket onto the mudguard. How much overhang you have is going to depend on how much room you need to rotate the seat.
left seat rear view
In this photo you can see how the overhang ends about 60mm past the mudguard and in line with the bottom edge of the guard. I have also moved the seat belt mount.

On another RB 145 I worked on, I extended the mudguard out to level with the width of the seat which looked really nice. But the seat belt mount was a lot of mucking around fixing it to the floor frame and the narrower walkway made things a bit tight.

With the passenger seat I got a bit fancy and made the base to seat bracket on a taper to pick the back edge up a bit. This is 50mm at the rear and 20mm at the front. left saet taper braket In this photo you can see the seat on the tapered bracket bolted to the base. And the base bolted to the mudguard bracket with the overhang nicely supported.

DOTARS has all the specifications on seat belt mounts so double check everything. I used 3mm plate 60mm * 120mm.

seat belt brackets The nut is welded to the backing plate and the backing plate is riveted into position so it doesn't move when you tighten the bolt. This photo of the passenger side shows the seat belt mount and one of the plates that support the overhang brackets inside. Note the rounded corners on everything and it’s all painted to prevent rust and look a bit professional.

The gear shift
gear shift mod When moving the drivers seat you will probably find that the gear shift fouls somewhere. An easy fix is to cut it and move it sideways. I’ve been told this is a common ‘fix’ when converting (expensive) cars form left hand to right hand drive.

Bill

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Air Con woes

I had a problem with the air con compressor and the thing froze up.
The first time this happened it shredded the drive belts, so thinking that there was a bit of slippage I did the belts up a bit tighter.
Then it happened again tore the rubber out of the clutch.
You can’t buy these bits.
I have found a local company who can vulcanise the rubber back into the air con clutch.
I had to make a jig to hold both the inner and outer bits in perfect alignment but it works. The cost was a few dollars to buy the steel for the jig and a carton of beer for the vulcanising.
So if you have a problem with the air con clutch it can be repaired.
Now I have to find out why the compressor is freezing up, but I think the fans are not working.

The company I found to repair my air con clutch is called WEARX at Hexham, not far from Newcastle. http://www.wearx.com.
They do not repair air con clutches but they do vulcanise rubber so they said they would do it for me if I made the jig to hold the two pieces in perfect central alignment. Put that info onto your resources page for future reference.

Bill

An update to my earlier air con problems. It turns out that the reason for the unit ‘freezing’ up was actually the magnetic clutch bearing. Mike Varley from Mt Isa (on our list) pointed me in the right direction. The bearing is a massive 2 race unit and literally half the bearings were missing. This was causing the pulley to stop turning and thus destroying the drive belts.

It could sit and idle all day and the pressures were all correct which was why all the air con specialists I went to could not find anything wrong with it and suggested that the air con pump had a problem. Not one of these specialists suggested looking at the clutch bearing.

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Wheel Winder Part Required

Does anyone know where I could procure the eccentric spindle that winds up the chain to lift the spare wheel ? Ron

After contacting many wreckers around the country I had no luck.
On a recent visit to NZ, I looked on line and talked to a couple of truck wreckers.
As I drove around I visited one in Taranaki, just north of New Plymouth, and he also did not have one, but suggested I try one off an old Mitsubishi truck. I took the whole unit back to base by Qantas hoping the spindle would fit, as it looked by eye to be good, but on removing the old unit found the second hand Mitsy unit is identical and fitted exactly. Looks like the Chinese are not the only ones to use parts universally between companies.
Ron

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Brass Slippers

I have just replaced the brass slipper plates in the springs on my bus. To do this I had to make a little jig to put the locating dimple in the plate (this just holds it in place in the spring).

The front springs have to come out to fit the plates (it’s not that hard a job and if you need bushes you may as well do it while you are there). I haven’t fitted the rear yet but I think it can be done in place by spreading the leaves.

If any one is feeling keen and you want to do this I could make them for you. One metre of brass costs about $50.00 plus delivery and and I need to pay for the use of oxy to heat it up enough to work it to shape.

I reckon I could make a set for $100.00 plus delivery to you.
By comparison Hino tell me there are none in Australia and wanted $68.00 for each slipper plate. There’s 16 of them.
Bill

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Wreckers

It seems difficult to find wreckers for our Hino buses, and not just in this country.
This maybe as a result of the great reliability of our machines.

So in summary this is what I have found -
Firstly look at the links page for possible places.
Secondly, any wrecker for small to medium Japanese trucks should be tried, as often parts for other makes of Japanese trucks are interchangable with Hino, for example Mitzubishi, Nissan, etc.
And thirdly, spend a bit of time and read all the other knowledge based information, it is surprising the little hints that are imbedded in these gems of wisdom, and just maybe the answer that alludes you.

Happy hunting..
Ron

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Rust - Roof Line

Has anyone had experience with rust in the roof at the front?

This appears to be a common problem with the RB 145’s.
I have had a fellow suggest that the problem occurs because the air conditioner encourages moisture to form in that area and that is why the newer models have vents in the roof, to get rid of the moisture laden air.
So I am wondering if anyone has heard that explanation?

The other possible cause is moisture being sucked up (via a vacuum effect) through the rear frame work. I know from experience that dust and exhaust fumes enter the bus via the rear column.
When I built the bus I was really amazed to find carbon soot in the insulation material at least a third of the way forward from the rear and fine dust in cavities even further towards the front.

So am absolutely convinced that moisture laden air gets into the area between the outer skin and the the plastic air con liner where it condenses and sits on the frame work and encourages rust to form.

I have made several little repairs to that area but I realised the problem was never going away. I ended up removing the entire curved bit (I call it a ‘hip’). Well not all of it, but a length of 2.4 metres from the front joint .

I wasn’t too surprised to find the rust had gotten into the frame members, and that is where the trap really exists. Everyone is probably repairing the visible rust and not realising the rust is eating the frame of the bus away.

I am interested in your thoughts on this issue and if anyone is keen I could do a little ‘how to’ on replacing the roof hip utilising the photos I took.

Bill


Yes I too have had rust problems in the roof area, just above the guttering, and yes it is from condensation which I have been told is common in the RB145's.

My thoughts are - it is caused by the cold air from the air-con going along the roof line inside, where the air comes out into the bus. This cold air would cause condensation along the whole length of the bus, the more and longer you use the air-con the more likely you are to get moisture there, and if then you switch off and park the bus, this moisture will eventually cause problems.

The thing that could be done to get rid of this moisture is to leave the fan for the air-con running for sometime on high without the air-con going, before you put the bus to sleep. My guess is that you would need to get the bus warm again and run the fan for at least fifteen minutes.

Keep the engine running otherwise the battery will be discharged and bus batteries should always remain fully charged to ensure long life.

I took my bus to a panel shop and had the rust cut out and replaced with steel. I think a fibre glass fix up job is probably a waste of time.
And yes, make sure the panel shop does check for any structural damage.
Ron

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