-
Back to Prevost…
Well….it happened…I found a nice coach for the right price.
2 owners, 8v92, DDEC II, 160k miles, nice, well kept bus. Missing Country
Coach specific books, manual etc.due to repo from first owner back in 2009. I
will post some pictures later. One of the very few that has a driver side isle,
private bathroom to the curb side, propane on board for fridge and cooktop and
a white wash oak interior.It has 2 smaller, engine driven, AC compressors for OTR use that do not have
currently belts on them. One is for Dash/Galley AC the other for Bedroom OTR AC. Would like to look into the possibility of restoring functionality
but will need some help with the CC specific documentation on that system. Has
Webasto/3 zone hydronic and electric baseboard heaters. No propane furnaces. 3 house Cruise Airs that
have new compressors and have been just serviced.
I suspect that the 2 engine driven AC compressors use the air handlers off the Cruise airs inside…Maybe I am wrong but at first sight it looks that way…
Will take it soon to W.W. Williams in Grand Rapids MI to do all the belts,
hoses and a full service + tuneup ( fuel rack, jakes, injectors timing, valves
clearance, high/low idle etc.) and see if they can figure out how to restore
the Dash/ house AC system.Do we have any 1990 Country Coach conversion owners here that might be able
to help with specific documentation and advice ?I will pay for copies of CC manuals/documantation that describe what does what inside this bus…
Thank you all for any help and advice you might be able to offer.
-
11 Replies
-
Just talked to Country Coach/ Winnebago folks and they do not have
anything going back that far…lost most of the stuff pre 1998 when they
went belly up in 2009…..so my hope rests with folks that have the
same vintage and can help with the documentation.Anybody ?
-
Marius,
At the very least you should communicate with owners of all 8V92 Country Coach conversions. The chassis is less important because that is Prevost and you can get support, but owners of that vintage range are likely going to have similar equipment and devices and can help you with advice and information, even if they do not have the documentation. Will, who is Express Bus is an owner that comes immediately to mind, but I am sure there are others.
-
Hey Marius, You are in luck. I scanned the County Coach manual from my 1990 XL 40 before I sold it. I can email it to you. Private message me with your email address. The CC manual describes operation of the coach and house systems and has some technical information, but it is pretty light on detailed schematics and wiring diagrams. Still, it is over 200 pages and will probably be helpful.
Mine was CC # 60105. Rodger Hang, who posts here occasionally, had one that was about 3 units younger than mine. I believe there is at least one other 1990 CC XL owner on the board.
I loved my 1990 and I hope you enjoy the heck out of yours!
-
P.S.: The engine driven air conditoners are completely separate from the Cruisairs. The condensors are just aft of the front axel about mid-bus. There are evaporators with fans at the dash, in the toe kick under the kitchen cabinets, and in the bedroom/bath area. The long hose runs from the engine bay to the dash area were prone to leaking as they aged and were very expensive to replace. Improper change-over from R-12 to R-132 refrigerant was blamed for premature aging of those hoses. After ours went bad we just ran the generator and let the Cruisairs keep us cool. That worked fine up to about 100 degrees.
-
Bryan, email sent. Thank you so much !!!!!!!
I need to fix the Webasto ( hear the sparks but not lighting up….put a new controller, not it….have to check fuel pump, nozzle etc) and find out why one of the pop-up Webasto 12v breakers in the panel behind the house batteries, pops after 3-4 seconds without the system being energized…..just pops…may sense a short in a fan or switch…got to dig but without electrical diagrams or a wiring list for a 1990 it is like a needle in a haystack….
If anybody has a list of the Norgren valves – all of them- and can forward it I would appreciate it. I want to change them all.
For some reason, the bus will auto dump the rear of the coach about 4-5 minutes after I stop and put it in park with engine off….weird….
Does anybody have a diagram or tutorial on upgrading the older style separate Heart Inverter and 2 IOTA chargers to the modern Inverter/Charger like a Magnum or Xantrex ? Do I need to upgrade or rewire a new Auto Transfer switch ?
Right now the bus has a Auto Transfer Switch for Shore and Generator and a separate solenoit driven power switch for the inverter.
Something is not quite right…when on shore power or generator, all the inverter fed circuits are dead and I have to turn on the Inverter to get power to the TVs, Microwave, lamp etc…..not right…either a transfer switch issue or wired in an unusual way….maybe the manual will shed some light….
Any help and suggestions appreciated and welcome !!
-
Marius, If the tag axle is dumping air it is likely the leveling system has a logic that requires aux pressure to be maintained above about 35 PSI, or the tag axle air bags will dump air to atmosphere through the three port Norgrens on the frame between the tag and drive axles. That level low system logic was replaced with the current one in the mid 90’s. Prevost had a retrofit designed to update the system, but it cost a while back about $1800.
Rather than concentrating on the Norgrens unless the bus leans over almost immediately the first and best initial course of action is to get the accessory system relatively leak free. When the key is off the Norgrens that control the suspension which are the 3 five port Norgrens should lock air into the air bags. That suggests the accessory air system has leaks that cause a rapid drop in pressure which in turn opens the 3 port valves mentioned above.
-
You are absolutely correct. After I shut the engine off, I hear an air leak from under the coach midship, don’t know where until I take it to a shop where they have a tunnel.
The coach does not lean at all overnight. Matter of fact the air stays at over 100 psi on both dash gauges but the rear dumps in 5 minutes after key off .
-
Marius, mine routinely dumped the tag air about 4 hours after shutting down. I know I had some air leaks in my suspension system which were the cause. Like yours, the dash air gauges would stay at 110 for days, but on startup it would take a while to build air to lift the suspension.
For the electrical issue, when you turn on the inverter in the overhead panel above the passenger windshield, also flip up and release the momentary toggle switch that says “reset”. “On” first and then “Reset”. You should do that every time you turn it on. I think that will solve your problem.
-
I know I have to push the reset but….why should you have to have the Inverter energized in parallel with the generator or shore power to have juice in the few outlets that are Inverter controlled ?
Is it possible that CC wired it that way that if you want Microwave to work, you have to have the Inverter ON regardless if the generator is running or you are connected to shore power ? That does not make sense to me from a newer coach understanding but….was it like that in 1990 systems ? Or something is wrong ?
-
I think you will find that some circuits work only on shore/gen power and some only by inverter. The outlets for the TV over the driver and in the bedroom run on inverter, as does the microwave. Probably some other stuff I don’t remember right now. The blender system built into the kitchen counter works only on shore or generator. It was always our joke when dry camping we only needed to fire up the generator to make a daiquiri. The manual I sent should explain that. (The circuits, not the cocktails.) Some of the outlets are powered only by the inverter. We ran the inverter whenever we were in the bus except when dry camping and we were only planning to use the 12 volt lights and appliances.
-
This is a general comment all owners need to know and understand……….
Our coaches should have three isolated and separate air systems. Two are the primary and secondary brake systems, and as the name indicates nothing else should be on those systems but their respective brakes. When the bus is parked the pressures in those two systems should remain for a long time, and it is not unusual for the brake system pressures to remain for weeks or even months. If you have a coach that loses brake system pressures when parked you have a leak that is probably not dangerous, but which should be identified and fixed.
The third system is the accessory system and everything else on the coach is going to use accessory air. An auxiliary compressor when installed will maintain pressure in this system when parked. The accessory system provides air to all the Prevost installed pneumatic devices such as the suspension, belt tensioners, shutters, wipers on older coaches, and transmission and engine controls on newer coaches. In the conversion accessory air can be used for the driver’s seat, pocket doors, bed lift, dump valves and many other devices.
The accessory air pressure can go to zero and the brake system pressures should remain unaffected. If the brake pressure drops with the accessory air pressure there is a serious problem with a protection valve and a repair is needed immediately. On older coaches if accessory air pressure drops the tag axles will lose air pressure and the coach will sag in the rear, but on newer coaches accessory air pressure can go to zero and the coach suspension should not lose any pressure and the coach should not lean or sag down.
Since the air system is vital to your safety, at the very least as owner and driver you should perform a DOT pre-trip brake check which will be a good indicator of the health of the pneumatic system and which will reveal if there are any conditions which need to be fixed before the coach can be safely used.
Log in to reply.