[Archived]

It’s a re-glue plus rivets on the edges with a cover strip over the rivets.

[Chas]

Prevost will do what the owner want and they will fix the
dilemma by re-gluing or the riveting process. The cost of the gluing processes
about 1/3 of the riveting process and no repaint, keeping the coach as originally
intended to be. Check with Mr Guy French VP of service in Canada for additional information.

04 Marathon XL2

[Jim/Chris]

If my coach panels loosen I will have to be beat senseless before I am willing to accept the rivet repair process. I really like sighting down the sides of my coach and seeing the smooth uninterupted lines of the bonded panels.

But I am also a realist. If my coach starts to experience issues with the bonded panels the only true fix is the current rivet repair process. That is an extensive task, but when it is done by Prevost the coach is permanently fixed, with the greatest benefit being it will never have a moisture issue related to water getting behind the stainless steel skins. I also believe the marketplace is going to place a higher value on coaches that have been repaired using that process. Astute buyers who have done their homework will recognize the repair has been done and I am certain they will be willing to pay more for a coach repaired in that manner, than to assume some risk of an identical coach in age and condition that has not had the repair.

[Davy]

Jon, what about the coaches that have had the “final/permanent fix” that have since re-loosened in the center ? Geo.

[Davy]

I have no information if that is an issue that needs to be addressed or if it is going to be left as is.

With the extensive riveting around the perimeter, with the top Zee strip and full perimeter sealing I would think to loosen the panels enough to lift it away from the frame to clean and reseal the panel to the frame would be a process that is evenmore time consuming and expensive than the rivet repair process was in the first place.

I don’t know if the loose panel in the center is a cosmetic issue, an issue regarding the strength of the coach shell, or if it is an unimportant defect.

Anyone out there that has first hand knowledge of such an issue and the Prevost position regarding it?

[Jim/Chris]

I can speak from experience since I went through the Rivet Process. If it has been determined by Prevost that you have a delam issue, the only true fix is the rivet process. If you think a less expensive re-glue will solve your problem with no chance of a future leak or loose panel, good luck. When it’s time to sell your XLII, you’ll get less money than if you had the permenant Rivet Process fix.

Mike – I liked your intro, just what everyone wants to see, a Prevost website thrown together for 50 bucks to bolster an ego while attempting to trash PC, pathetic…

[Russ]

my coach has the rivet process and the panel strips and paint work done I would not have it any other way if it needs repair

[Glenn]

I think if you spend some time looking closely at a coach you can tell if there is a major issue or not. I would say that it seems only some had big enough problems to require rivet repair, according to Prevost Jax, they see that alot on 2006-2008, on my 2001 shell, hardly ever.

Since they do not rivet in the middle and only the edges, I assume Prevost is most worried about that area and water getting in from the edges.

After discussing this with Rick May at Parliament we agreed that in really minor cases just work sealant in along the edges. It looks like Prevost did not use enough possibly, but it is easy to see how you can make sure the edges stay completely tight and water proof.

I had mine inspected this year when I bought it and Prevost said it was fine, but I will still seal up the edges and watch it closely as it is pretty straight forward.

The whole delam thing is way overblown imo.

[Archived]

I agree with Tom. The only real good way to do it is the rivet process. I had mine done at JAX summer before this one and it turned out very well. Prevost paid the whole thing since I was the original owner and had only had it for like 3 1/2 years when the problem was reported.

It did take a long time, about 7 weeks from start to finish, but I should not have any issues in the future. I would not want a re-glue. That is a band-aid compared to the real fix.

[Ken]

I disagree, obvioulsy adding adhesive works in limited cases. Mark I think you said you had water leaks on your coach right?

If your bays are dry, no sign of water anywhere and you can not lift the panel back more than a few mills using some serious force; then making sure the edges are tight and sealed with Bostik 70 03 is completely reasonable.

[Archived]

Well then, I guess we have to disagree. I had some of the re-glue repairs done and they did NOT hold. The only true way to get a fix that should be good for the life of the coach is the rivet repair.

[Corey]

Anyone that has watched the repair process is going to come to a single conclusion. If the panels have a bonding issue the Prevost rivet repair is the ultimate fix.

There are really several options we owners have, and each option has a value that can be an influencing factor if the coach is resold. First lets all recognize the bonding issue does not affect all coaches. A lot of coaches have no issues, and an inspection at any Prevost service center will not only determine if there is an issue, it will also determine if the repair is a minor rebonding at the edges, or if the most extensive repair process is required.

The first option for an owner is to do nothing. Literally. Ignore the problem. If the coach is to be traded or sold hope the buyer is willing to accept the problem, or does not know of the problem, or is unwilling to have it checked. You all know that a coach like that will be the most adversely affected in terms of resale value.

The second option is for the owner to attempt to do his own repairs. Depending on the extent of the problem, the skill of the repairer, and the quality of the work that may be an acceptable option. The drawback is an owner that tackles the problem himself is going to have a lot of grunt work. Watching the effort Prevost goes through to lift panels from the frame structure, to clean the old adhesive, to prep the surfaces for rebonding and fixturing the panels (if necessary) in position it is hard to imagine this option to extend beyond simple edge rebonding. In terms of how the coach value is affected, it would appear to be a better option than doing nothing, but without paperwork from Prevost it is likely to add any value, but instead may make the loss of value less painful.

The third option is a rebonding by Prevost. They know very well what is required. If they determine the rebonding is a good option then it is likely the delam issue is not extensive and that they feel they can do an adequate repair. I doubt if this option will be cheap, but unless a panel is damaged during the process, it will be far less expensive than the rivet repair. Assuming the bonding process they now use is permanent and the owner retains the paperwork to prove it was done to the Prevost standards this repair is unlikely to take anything away from the coach value. With an inspection by Prevost to prove the skin delam is not an issue a buyer should have no concerns especially if the repair has eliminated future problems.

The forth option is the rivet repair. This process is extensive and expensive. Prevost may offer some good will, but it is unlikely they will cover the cost of paint work which will be required. The repair is visible and if the owner shows the paperwork from Prevost to the buyer there should remain no doubt the coach has a permanent fix and that fix should actually add some value to the coach.

We are all not affected. Most of those affected have been made whole by Prevost if the coach was brought in in a timely fashion. It is unfortunate this problem exists, but it does and the buyers that have educated themselves are aware of the issue so they are going to value a coach they want to buy based on the condition of the skins, and if repairs are or were necessary a buyer’s offer is going to be influenced by this isssue.

To believe otherwise is not recognizing the scope of the repair process or the power of the internet.

[Corey]

The
good news is if you have had your bus inspected at Prevost and don’t
have delam, that paperwork will bolster your sale and give the new
owner a little piece of mind and likely get you a little more jingle
out of the deal.

I’ve
had conversations with people that have asked about the delam because
I had it done and have told them if you have delam, no leaks, you’re
going to keep the bus for years and not just flip it, ignore the
problem and enjoy the bus.

There’s
nothing better looking than the shiny stainless, so if you’re an XLII
buyer, go for it. Just educate yourself, do your homework and step
in, the waters fine.

[Dick]

Just as a piece of information the delam issue is really the cheapest thing to fix. I know clearly how expensive it can be because my coach was repaired by Prevost prior to my purchase. Mine was repaired to the process that was used prior to the rivet process being the final method used.

Even though the repairs were very expensive I believe them to be cheap compared to the loss of value if the delam issue is ignored, or not properly repaired because once moisture gets behind the panels or into the bays and the coach begins to get mold and mildew an owner not only has skin repairs, he has VERY expensive repairs to access and remove moisture damaged panels or floors and to get rid of the mold and mildew.

If a coach has not had the Prevost rivet repair process all owners of an XLII can hold off moisture problems to a great extent. Water will not be an issue if it cannot get behind the stainless steel panels. The only way moisture can get behind them is for moisture to get behind the trim strip that is just below the window line and which runs around the perimeter of the coach. I used about 3 or 4 tubes of RTV on my coach to seal that joint at the top so water flowing down the sides of the coach will be stopped by that bead of sealer, and continue down the front or outside of the band. The second area that I sealed with the clear RTV was the joint between the stainless panels. If moisture cannot get behind the panel at the ends there is no way there will be a problem.

I also will not allow anyone to use a pressure washer on my coach. I will do my best to not allow a hose or pressure washer to be aimed at the ends of the panels, possibly loosening sealant or being forced behind the panels.

I have seen coaches being washed with a pressure washer and I cringe because pressure washing can be very destructive. In manufacturing water jet cutting is used to cut thick blocks of steel. The principle is the same.

[Bill]

No thank you! If Prevost didn’t fix it, I’m not touching it!