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How Does the Prevost Suspension System Work?
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” The only folks who might not benefit might be seated coach converters whose coach does not have the level low system.“
I didn’t realize this and since I have a converted seated coach I will open my invitation up to someone that it will Benefit more!
Also after I added the link that was sent to me along with the iPhone app that was necessary, I still had a time logging in in which the end result was nada! With that said thanks for the offer anyway!
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” The only folks who might not benefit might be seated coach converters whose coach does not have the level low system.“
I didn’t realize this and since I have a converted seated coach I will open my invitation up to someone that it will Benefit more!
Also after I added the link that was sent to me along with the iPhone app that was necessary, I still had a time logging in in which the end result was nada! With that said thanks for the offer anyway!
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You will not be able to log on the webinar until 10 minutes before the session.
Hector
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We have 14 individuals signed up for tomorrow night’s session on How the Prevost Suspension System Works. We still have slots available. If interested signup today.
If you are interested in learning how the Prevost suspension system works and interacting with other bus owners, don’t miss this opportunity.
This learning session will only be offered once this year. If interested, please contact me for log on credentials. I will need you name and email address.
Thanks,
Hector -
Hector,
Do you have some of the diagrams you provided in manual, they were great, only thing we cannot read the text. I would really appricate if you have another format copy.
Thanks,
Doug
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Hector…I would like to sign up…
my email is thomaseyoung@outlook.com
If you will email me I will provide whatever info you might need…Thanks..ty
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I’m also interested but I might be 4 1/2 years too late. Please advise if another seminar might be on the horizon.
Thanks, Jim
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In case anyone wants to do a little homework, Prevost has a webinar that covers the operation of the suspension system, unmodified. Some converters change it to add features like auto-leveling but the basic operating principles do not change.
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Unless someone wants to be able to analyze the entire system operation the underlying principles of operation are relatively simple.
As a driver the Level Low system operations begin at the driver’s seat area and the driver can select a control position on a knob for the driving height or road height. When that is selected an electrical signal is sent from the switch to the center solenoid valve on a manifold located typically on the rear bulkhead in the steer compartment.
That opens the solenoid valve and sends air flow to the Norgren spool valves (usually what we call 5 port valves) which are shifted to open an air path from the coach accessory air supply through ride height valves to the air bags. The ride height valves maintain the coach heiight by allowing air to enter or escape the air bags as needed.
If it is necessary to level the coach such as when on a sloped camp site the selector is pointed at whatever position the driver wants to change (front, left rear or right rear) and a separate switch is pushed to raise or lower that position. The switch sends an electrical signal to one or two of the other solenoid valves, allowing air to enter or leave the air bags as desired.
So the key things to remember are that electrical signals go to the solenoid valve manifold and frrom there all commands are pneumatic from the solenoid valves. Air pressure shifts the spool valves (Norgen valves) to open or close paths of air.
The bus has three separate and unrelated suspension systems (front, left rear and right rear) and they only share an air supply, otherwise are independent of one another.
In later model coaches. (after about the mid 90’s) when the key is off, air is locked in the air bags by the control valves, usually the 5 port valves, but on some models 3 port valves. On coaches with that system logic the accessory air system can have zero pressure and except for coaches with a leak, the coach will not lean or drop down.
Early model coaches need around 35 PSI or greater in the axxessory air system to keep the rear suspensions from dropping.
Some conversions have modified suspension systems and controls, but in manual mode operate as described above.
If a coach leans or drops, leak detection should be concentrated from the 5 port Norgren through all hoses and fittings to the air bags themselves, including the “ping” tanks on coaches with an independent front suspension. While soapy water can show most leaks some leaks defy identification and other methods of leak detection may be required to isolate some, such a valve leaking internally.
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