[michael]

They do need bigger rims. The biggest advantage is the weight capacity at a lesser air pressure than the 315.

There is a slight disadvantage in that you need to put them on the tag axel as well so that if you have a tire problem you can use one of the 365 up front. Also they are not always available every where.

I have heard some say that Prevost had these tires made specifically for them.

[John]

Makes sense, thanks.

[Jim/Chris]

Andy,

The 365’s have a 10,500 pound weight rating. Just extra capacity for heavy steer axles. Mine weighs 18k on the steering.

I like they way they look much better, especially on the tag, moves the tire outward, so it’s closer in line with the drives.

You do have to change wheels AND studs/lug nuts to 33mm hub piloted.

[Archived]

Andy,

i will disagree with the “you must put 365s on tag as well” Country Coach’s Bob Lee pioneered larger tires/increase GVW on CC XLIIs and the 7, H3-45 CC converted. Those 45 footers and the 5 XLII forty footers Country Coach built had 385/55/22.5 on the steer only to give the industry first 20,000 lbs front axle rating. These were shell model years 2000-2002.

[Michael]

Here is my 2 cents and it is at best a sense of what is going on compared to having positive data I can point to.

Each of my coaches drove and tracked very well. Each however required some minor steering inputs to cope with the crown of the highway or the affect of air when passing large vehicles. Each coach required less steering effort (an 87, 97 and now an 06) which I attribute to continuous improvement from Prevost engineering.

The 97 had 315 all around and tracked well, but on my first drive with the 06 which had 365 tag and steers I sensed a significant improvement in how it tracked. Unfortunately I cannot determine if it is the result of the IFS or the tires or the combination. It just tracks much better.

But while the 365 tires may contribute they have a downside. If you have a failure on the road, they might be difficult to find so you are going to end up with an odd size tire likely mounted on the tag to get you to a tire shop or home. The same may be true regarding a 315 but less of a problem. If a 315 fails there are other sizes that can be run on the coach that will carry you through until you need a new set of tires.

The 365 may make for a smoother ride. I just know my seat of the pants senses aren’t good enough to detect or measure that. I do know they are loud. Not so much while driving on smooth roads, but when crossing expansion joints they seem to transmit a louder ringing noise compared to the 315.

And this is just a personal observation regarding tires and axle weights……if the converter built a coach whose axle weights exceeded the Prevost limits and the limits of the tires. replacing the tires is not going to help all the other suspension parts that are overstressed. It may make some difference, but it will not erase the problem which is excess weight.

[Archived]

For clarification, changing to 365’s require Hub Pilot wheels and new nuts and bolts.

As for the tag, the only reason to change to 365’s is to have a spare for the steer. I did it because I new if I had a steer tire problem, I could move a 365 from the tag to the front and then use a 315 or even a 295 on the tag to get me to a place where I could then wait for new tire. Remember, Michelin is the only one providing 365’s so a tire failure on the road is going to be a big problem.

[Archived]

Thought is good about moving tag 365 to a failed steer position. But can put a 315 or even a 295 tire on a wheel meant for 365 and use as a tag position tire?

[Gerard]

Thanks for everyone’s input so far. So, if I’m looking at a 2006 or so bus, is it likely to have 315’s or 365’s? Fitted either when built or by a previous owner? High, low or 50:50 probability? I know, my next question will be ” how long is a piece of string?”!

[steve]

Most 06 and later I’ve seen has the 365’s. The wheel is wider for the 365’s.

[Gerard]

I have a 1999 H345 and changed to 365,s in 2006, also I installed 455×22.5 super singles on my drive axle. I recently installed a new set all around. I have had no issues with any of the tires. the reason I thought about super singles was ( before tire monitors) I was never sure about the inside duals inflation. It was so much less guesswork by just eyeballing one tire,and I noticed the coach handled better with the wider tracking of the 455,s. All told I have driven 65000 miles on them and the only reason I put new tires on was the year of the original casings (9 years) and the tires were still 75%. I got fair money selling them to local farmers for machinery use. I run 105 lbs of air in the steering axle,110 in the drives,and 80 in the tag. Lacey

[Glenn]

OMG, didn’t know anyone else with super singles! I run 365’s (90psi), 455’s (110psi) and 315’s (110psi). I changed to 365’s for what I perceive to be a much improved ride. I wore out the original 455’s in about 50K but I put on the XTE trailer tire (less tread) at Michelin’s recommendation because they would supposedly run cooler and quieter, which it did. Just installed the normal truck drive tire tread (can’t remember the letter designation) because it has 50% more tread. It is noisy…I can hear them in front with my window open. I’m hoping I don’t get a complaint from the boss when she’s sleeping in the rear and we’re moving.

[Thomas]

How long have you run 90 psi in the front?I weighed mine and I thought I needed a little more air for the weight,(almost 18,000 ) Good to see someone is trying something different also.PS the drive tires are X ONE XDA Energy Drive Tire,same tread as the tires I installed in 2006. Lacey

[Archived]

I suspect Joel’s steer axle weight is 14000#.

[Archived]

40 foot? Lacey

[Archived]

No, Liberty kept that vintage coach steer axle around that weight. Later models with increased axle weights had heavier steers and higher tire pressures as a result.