[Archived]

Running over the scale backwards is not intrinsically scary but can be if you get stressed and the fine decision making processes go in the dumper. Helps to have a second person available to hand signal when you are over the right splits in the scale and to talk (shout because they will be at ground level and the mike is up high for a seated driver when you go the right way through the scale) into the box to tell them you are in place and record weight. Or you can just jump out and run around and talk in the box yourself, oh yes, take a broom handle to push the button unless you are 9 feet tall. Be sure to put the parking brake on and trans in neutral before you jump out of the seat and start running around the bus. Don’t ask how I know this.

Or you can go to the scale desk beforehand and explain you want to go over backwards and ask them to watch for you to be in the right spot on the scale and then record the weight. Maybe you can tell them to watch for you flashing the lights when you want the weight taken, which works only if they can see the scale live or on video and probably only in the dark. A bit problematic because the scale person also works the fuel and store cash registers and usually is running all over the place trying to keep up. You may get some funny looks from the person behind the counter.

[Archived]

I agree with your tag and drive seeming too high.

I would suggest until you get accurate scale readings you use pressures appropriate for the max axle weight rating. It will come close to 85 for drive and 80 for tag (bottom of the scale for 365 tires). Using the formula for the tag they likely should be at around 70, but I opted to stick with the bottom of the Michelin chart.

[Roscoeapproved]

Thank you David & Jon

I forgot to ask if over-inflated drive and tags might be the cause steering wheel wander. Constant steering wheel correction is necessary despite the fact Liberty Coach replaced numerous steering components prior to having new tires installed all the way around.

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Jeff and Lindsay

91 Marathon XL

[Bill]

Jeff, A Prevost does not wander. I am not trying to sound like a salesman, just want to make you aware if you are having an issue like that it sounds like you need a three axle alignment.

I thought my bus tracked straight as an arrow but I had Nashville Prevost do an alignment. The technician will go over the entire steering system before he begins and if he feels it needs any parts or repairs he will get that done, and then he aligns it, putting all values not only in the acceptable range, but in the middle of the acceptable range. He can also tweak it to your style of driving. He biased mine towards the RH lane with the adjustment compensating for the typical RH lane crown.

It was a noticeable improvement, despite the fact I thought driving if before was effortless.

[Mike]

I agree with Jon 100% on this (quick get the smelling salts, Jon just passed out)

I don’t know about Houston, but Jacksonville can get that bus rolling like you are driving on rails with their 3 axle alignment. Best $600 you will ever spend.

I have 315s and pressures are F=120 D=85 T=95

[Archived]

Jeff,

I used Burgess Moving Company in Cathedral City, CA, when we had our ‘previous’ Dynasty weighed. They charged $10 to use their scale and they had no problem with me going back and forth putting certain wheels on the scale (the place was not busy at the scales).

Jeff Rowe weighed our Liberty Coach at ETLC back when we attended the ‘Know your Prevost’ seminar back in Oct. of ’15.

I keep a little extra in each tire for a safety margin.

Steer 125

Drives 110

Tag 110

I had an alignment done at Prevost Goodlettesville several years ago and they ‘adjusted’ the steering wheel to the crown, I hated it.

So, when in California, I had Prevost Mira Loma put it back perfectly straight. There really is not that much crowning on the interstates.

Mark

[Archived]

Why on earth are trying to enter the scales backwards? Pull on the scales, split the tag and drive on the platforms and get your weight. I’ve done it many times.

[Archived]

I think the reason is to get precise measurements at each wheel weighing only one side at a time.

I used the axle weight calculated tire pressures from the Michelin chart and added 5 PSI in case there was a noticeable side to side issue.

As a practical matter, we are guaranteed to have a balance issue because weights are taken with empty holding tank, full water and full fuel. But as we use the coach for days of driving, we have the ability to take 50 or 100 gallons from one side of the coach out of the water tank and move the 50 or 100 gallons to the holding tank essentially shifting 400 to 800 pounds from one side to the other.

Some details aren’t worth worrying about.

[David]

I recall that because the platforms splits on the scale are laid out for a typical 18 wheeler 1- steer, 2 – drive, 3-trailer, if you go on frontwards and put the drive/tag split over the rearmost split in the the 3 sections of scale platform, the front axle is off the front end of the scales. You can still get the weight of front axle by weighing twice, once with front axle on platform “1” (steer) and drive/tag on platform “3” (trailer) then pull forward to where drive/tag split is on platforms “2” (drive) and “3”(trailer). As some (most?) scales have ramps leading up to and away from them, this might introduce some error as the bus will be inclined with the front axle headed down the ramp off the scale.

[DONALD]

Every scale I have used at truck stops has been long enough and has had sections split just right for me to sit level and get each axle on a section.

When I have used scales at scrap dealers or grain mills they are usually sitting on a large flat approach surface and I just get each axle on one at a time until all three are on the scale and then just do the math to get axle weights. Those are the easiest to step to the side and weigh each axle side one at a time.

[steve]

I did that measure distance thing on Google maps and it shows the distance from the front of platform 1 to the split between 2 and 3 to be at 38 feet or so. I don’t doubt Jon did it so, must be enough length to get the drive/tag over the split with the front axle on 1.

You gotta admit it gets more funny looks when you go on backwards . . . and push the talk button with broom handle after running around your bus.

[Davy]

I’ve weighted a lot of buses on Cat Scales, never an issue with the platforms.

There are a few I’ve found with wide aprons and side to side was doable. One you can do that on is the QT at Adairsville, GA, I-75 at exit 306.

[Eric]

Thank you David Lee!

Your Cat Scale experience & diagram sums it up… All that I have seen (and have checked three on this trip) are designed for a truck tractor with a steer, two close drives, and a trailer axle as depicted in your aerial photo. I have heard of folks driving up on them backwards in order to get axle weights with one pass. I will keep checking to see if I can find one that will easily weigh a bus.

Tom – what pressures do you run on your H3 please?

[DON]

Jeff, assuming your tire pressures are going to be like those of another converter’s H3 would be wrong.

Since every converter has their own floor plans, bay arrangements, and use of building materials, as well as owner’s individual choices of what to carry axle weights are going to vary significantly.

With your Liberty you have the heavy weights more to the rear and a Marathon may have some of its heavier weights towards the front of the coach. The different positions of generators and batteries for example has a large impact on axle weights and thus tire pressures.

[Rudy]

Jeff, you can also use interstate truck weigh stations. You’re paying for it in taxes why not use it. It gives all axles. Troopers don’t like it, but I try to use it eto use it when it’s closed. Never had an issue.