[Dick]

We just traded our 40′ no slide 1988 CC Prevost which we have owned and traveled full time since 1999. We now own a 40′ no slide 1998 CC Prevost. It was very hard to find a 40′ rivet coach but they are out there and they are awesome. If you go with an older 8V92 just be sure it is at least a DDEC II (DDEC III even better but that might already be a series 60). There are fewer and fewer folks out there who know how to address issues with the 8V92 so I was pretty happy to move up enough to get a series 60.

[Greg]

Luc: Even if Prevost spends seven hours inspecting the coach top to bottom, bumper to bumper I would NOT expect a Prevost shop to inspect the house side of the coach. I don’t expect the Prevost shop to have the experience, expertise, and knowledge to do that. Keep that in mind and figure out how you’re going to satisfy yourself about the house side of the coach.

During the inspection process would be a great time to start a fluid sample analysis program; engine warmed up and easy to warm up the generator. Take oil samples from the Detroit Diesel and generator, take coolant samples from the Detroit Diesel and the generator, and take a lube sample from the Allison transmission.

Amsoil has a series of kits depending on what you’re sampling and a really slick little pump that makes taking the samples very easy. Pricing is reasonable and the turn around is fast.

[Archived]

Bill-

Congrats! It’s good to hear that they are still out there.

After getting some good insights from the knowledgeable folks here, I am moving away from the ’91 and looking for a ’95-’97 with the 60 series motor and the 6 speed Alison world transmission.

Now that you have owned and driven buses with both the 8V92/ 5 speed and the 60 series/ 6 speed, in otherwise similar coaches (40′ riveted) what would you say are some of the differences you’ve noticed?

[Bill]

Dick-

Good point, I hadn’t thought of that, but you’re right, I’m sure they will be very knowledgeable about the chassis, but as builders use a wide variety of designs and equipment, they may not be as familiar with the living space.

The more I read and talk with people who have had multiple buses of various generations, I’m now leaning towards a slightly newer coach. I think 95-97 will be the sweet spot for me with the newer motor and trans, and yet still affordable enough to have some funds available to get it up to spec.

[Archived]

I really loved my 8V92 right up to the point I started having problems. No one ever figured out why I had a major loss of power despite years of troubleshooting and multiple professionals. The 8V has more hill climbing power and it sounds cooler than the series 60 but I would not go back to the 8V now that I have become accustomed to the series 60. The 60 is much easier to work on and keep clean and changing belts is a breeze compared to the setup on the 8V. Obviously, I burn a lot less oil and the fuel mileage increase from 5-5.5 to around 7 is a bonus. The coach I bought only had 93,000 miles and I believe the transmission is learning how I drive and adapting. We are approaching 100,000 miles and things are smoothing out and I am learning when and when not to use the “performance mode’ with the transmission.

I would stick to series 60 if you can but an 8V with a DDEC II or III should serve you very well.

[Jon]

Thanks Bill, that confirms my feelings.

Whether it is a DDEC I, II or III does that just depend on when the the motor was built? Will it state in the manual or literature which model it is, or is there a way to tell the DDEC model number when looking at the bus?

[Glenn]

When looking at a bus the rear electric box over the engine should have an aluminum label with the engine serial number, date of manufacture and DDEC version.

I may be wrong but I don’t think the 8V92 had DDEC III, just the early Series 60.

Getting support for DDEC I is an issue.

[Ken]

Good information.

Thanks Jon!