1982 310 Questions..LOTS of questions

[twiisted71]

Just joined the site, lurked quite a bit though. I'm going to look at an '82 310 with the turbo Isuzu tomorrow (supposedly). My family lived in a really old Airstream in the '80s for awhile (heavily modified to basically a park model). I lived in a ~'71 WonderLodge 5th wheel in college, wife and I lived in a 34' 5th wheel for ~6 years and I grew up (literally from before I could crawl) on commercial fish/shrimp boats including building 2 from drums of resin and bolts of fiberglass. I am a mechanical diesel lover. So all that being said. what are some typical things to be aware of on an '82 vintage 310 rear bed with the Isuzu? Current owner is older and a little 'difficult' to keep on track when asking questions on the phone so at this point all I think I know is that the brakes pull to the left (no idea if that is all the time or when pedal is pushed yet), all the propane leaked out last time it was filled, supposed to only have 2xxxx odd miles on it! No known leaks, no status of appliances, genset, or dash/chassis systems. Going in virtually blind. I am curious about the ride quality as I have a screwed up back and likely won't really be able to do much of a test drive if I buy it due to already knowing the brakes need attention. By the way, thanks for adding me to the group!

[Smartstream]

The 310 is a very desirable model, rear bed - center bath even better. For the brakes, 4 wheel disc, start with the rubber hoses. Calipers, rotors and pads readily available and inexpensive. Same with master cylinder and hydrovac, save the original push rod. Search Chev P-30 for chassis parts. The Isuzu will last and last as long as you don't beat it to death or over heat it. The problem other then a bit under powered is it's age and some parts are getting hard to come by.

These old coaches are great but they do require constant attention and tinkering. It sounds like you have the knowledge and capability to make it work as long as you understand what you are getting into. Good luck

[twiisted71]

So there isn't a known 'problem' area for hidden leaks/rot/rust or some exquisite vital part made of unobtanium that is always broken and the Achilles' heel that relegates them to being an odd stationary 'trailer' camper?
Just would hate to end up being told, Oh yours needs the widget that mates with the thing-a-ma-jigger too?! Go sit on the Group W bench.

[Air345Fly]

I am told that the Isuzu diesel is very noisy vs. the Chevy big block
Airstreams. That you cannot have a conversation as you drive along.

[twiisted71]

Alas, it doesn't really matter with this one. It has 2 things and 2 things only going for it. The engine 'runs' (only showing 29,5xx miles!) and the exterior doesn't look to have any dents or scratches (but she's a dirty dirty girl). Every system on it is going to need attention or replacement and all the soft surfaces that sunlight can reach along with plastic trim is cooked. Tires are 'new' circa 2004. The onan only has 360 hrs and looks savable. Its in a kudzu field and has vines mostly removed from exterior (it was completely obscured) but be warned it has lots of briars and red wasps in all the exterior hatches. It has center bath with separate toilet and shower (opposite sides of aisle). and East/West rear bed. It is on Natchez MS facebook page if anyone is interested. It is all original, he's asking $25K. If you are looking for a nice bodied original diesel 310 for a total restoration project this could be for you.
As for the diesel 'noise'. It is WAY quieter than a mechanical Cummins and I didn't find the sound objectional with the insulated and carpeted engine cover in place. And you can always add more modern dampening materials if desired.

[Smartstream]

Cockpit side windows are not available new and all sliding windows will need attention. There will be leaks and soft spots in the floor, common in all Airstreams. The exterior being in tact and not damaged is a good sign. The scariest thing I see is the price, very optimistic.

[twiisted71]

believe it or not, the floors were SOLID! I couldn't find evidence of leaking anywhere. Its just neglect/rusted pans on fridge, furnace due to dirt/grass/leaves being blown in the vents over the years. I wouldn't hold out any hope of the roof air being able to be made to work and the housings looked 'done'. All windows intact but garnish around forward driver/passenger sides was pulling out of frames but glass was still sealing water out (and that is saying something with the storms we get). No idea of condition of awning. And I'm sure that was a moonshot price he threw out, perhaps what he paid? He says it was stored in a barn when not used for the the 1st 22 years. Then he bought it put new tires on and it has sat in a field in the deep south for what looks like atleast the last decade with nothing more than occasional cranking and driving around the block. Brakes were dragging on left side but now pedal goes to floor (yeah no biggie, should be a day or so and few hundred dollars to get them sorted). At that price I was hoping for something usable and to be able to tinker to bring up to scratch. A week with a Rug Doctor, garden spryer with mold/mildew remover, bucket of dawn and scrub brush, Pine-Sol, Windex, 409 etc and a few Hefty trash bags and you would transform the looks of it (from a running horse). Then the money would start to flow out.

[PeterH-350LE]

https://www.facebook.com/marketplace...e-bd0d8e756071


I would be worried about it sitting in a field for a decade. Rust!!
Considering a minimum of 25k to make it a decent, clean and reliable Motorhome, it would put it at 50K or more. Not what the market is saying.

[mayco]

Unless you find one that has already been restored/renovated, you’re gonna end up touching every system anyway, at least be prepared to. I haven’t seen what they are asking for it.

[twiisted71]

PeterH- framework underneath was in excellent shape. Only rust I found to amount to anything was on A-arms

Mayco- I know. Wasn't expecting perfect at that age but literally the stove and gen-set were the only components I'd have tried to keep on it on the RV side of things. At $25K it needs to be in repairable not rebuildable condition by my pocketbook. I figured minimum $10K to get things operational again. Then you could start on cosmetics and trim work inside and out. As pointed out you'd definitely be money ahead finding something that is usable but needing typical repairs and updating. The diesel is what pulled me to this one but its too far gone for what I want unless I bought it and gutted it and built back like a park model, but it'd have to be gotten on the CHEAP!!!!!

[DubleDeuce]

The 1982 310 Airstream was all the rage when it came out with the Isuzu diesel engine but the sad fact is that these engines are getting old and Isuzu will no longer support them by engine serial number. In fact they were an EPA waivered engine (not legal under THEN current law for use On Highway) when Isuzu approached Airstream for the swap/modification. The chassis used in this model is a P-30 (P37 GM variant Motorhome chassis) that had been cut, stretched, and fish plated to 48" and a custom rear axle air suspension system adapted to it.

The chassis is ALL GM and most parts are available thru legacy parts dealers, particularly NAPA. Be prepared to offer a VIN but be prepared to be confronted with dumb stares too.

ALL the original P37 motor home chassis's came with the Chevy 350 small block or in limited cases, the 454 big block motor. These engines were removed and the Isuzu was dropped in BEFORE the aluminum body was crafted and installed so getting it out is quite a job. Don't argue with me...I have pictures.

Although the early models of this iteration were essentially chop installations, Isuzu techs (Airstream did not want to do this modification work) DID leave enough frame work to replace the diesel with a GM crate engine, although motor mount towers and motor mounts had to be sourced and installed. I have found that several (but not all) 310's have had the forward frame stiffener pan removed for engine clearance. This item is no longer serviced by GM so a trip to the junk yard is necessary to get one.

One of the more serious engineering failures of the Isuzu/Airstream installation was the unwillingness to order the chassis with a low numerical/high speed rear axle ratio to accommodate the inherently slower speed of the diesel engine they were installing. To this day, all Isuzu equipped Airstreams have to run the engine speed to the maximum governed RPM's to gain any speed on the road. This not only makes them slow but it also adds to the premature wear and tear on the engine, contributing to a shorter engine life and seriously decreased fuel economy as the engine must run in the high HP output of the performance map. With a lower numerical gear (3:73-1) the engine could operate in the sweet spot of the fuel curve, saving fuel, delivering more torque, and cutting down on the engine noise. Many of these chassis came with numbers in the 4:56-1 range.

If you are thinking of an engine swap to a gasoline, (highly advisable) all new parts would need to be sourced, radiator, transmission, modified forward drive shaft, tranny (4L80E) Emergency brake tail shaft to accommodate OEM drum mounting, new fuel lines from tank to replace the rubber lines used in the low pressure transfer system of the Isuzu installation, inline fuel pump, fuel injection system, either multi port or a central port system like Holley offers, which includes operating computer, harness, and electrical controls, and header pipes for good breathing. The application is quite low keyed when viewed from the outside and its well tuned transmission shift schedule and low 3100 RPM for MAX torque makes for a very well behaved vehicle.



But, in the end you would have an all new variation on a modern V-8 gasoline engine with all current source repair parts in the event of a breakdown. The ones that I offer are sporting a stroked small block with 383 cubic inch displacement, 340HP and 400 ft. lbs of torque at 3100rpm. With that engine speed you are back to GM's original drive train numbers and no rear axle modifications need be done.

The performance is phenomenal for a 14,000 GVW vehicle. Acceleration and hill climbing are first rate with no hesitation of sluggishness and the fuel economy with the fuel injection system is in the range of 14-16 mpg at long cruise although a few customers have complained of numbers in the low 10's. But they readily admit that this is happening while traveling off road thru Appalachia and towing all of their bikes and kayaks.

Diesels (even when they are supported by the manufacturer) are expensive to repair and their natural advantage of using a fuel with 35% more btu content. I am a great proponent of diesels but having engineered diesels into low GVW vehicles from 8501 to 15,000 GVW for 40 years I have never had fantastic results from them in recreational vehicles over long periods of time. Too many sit for too long without use and proper maintenance is often ignored (the idea that diesels will last forever is a myth)

Since the introduction of fuel injection and the many improvements in engine build quality, engine cooling systems, and MOST importantly, a quantum leap in oil engineering, the gas engine has reclaimed its place as the proper solution to the needs of the camper and the highway bound traveler. Yes, diesel still reigns in rigs over 20,000 GVW, but look around you and you will see that on any given day, the number of lighter weight vehicles (including pick up towed trailers) far outnumber the 32,000 lb behemoths parked in camp spots.

Darrow...for the Prosecution