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Rocky

I suppose you could possibly create a situation where the chassis alternator cannot keep up with the current draw from the batteries but I think you would have to work pretty hard to set that up.

The situation as you describe is not even close to exceeding the output of the alternator. In fact, if you drive during the day and dry camp every night your house batteries are going to be in need of a charge, but as soon as you start the engine the recharging will begin and by the end of the day you can do it all over again.

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Rocky, I would imagine your bus is like mine, though mine is a classic, Liberty #331.

Here is how mine works. I have 2 engine(60series) driven alternators. The big 24v 50DN is for running & charging the “chassis” stuff(group 31 starting batts,OTR air, etc). The smaller alternator driven off the 90 degree Superior gearbox is for running and charging the 12v house stuff(house batts, dash stereo, headlites,etc).

I have 2 volt/amp meters on my dash telling me whats going on.

Like Jon said, no problem.

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We do a lot of dry camping with our SOB. It has a 270 amp alternator. In order to not overload the alternator unnecessarily, in the morning, after dry camping all night, I will start the genrator and fix breakfast, all the while begining the recharge of the batteries.

If I just started the coach and drove off, the initial load on the alternator would be heavy as it tries to recharge the chassis batteries after starting the engine and also recharging the house bank of batteries after a full night of dry camping.

Usually after breakfast, getting ready to go, and after starting the engine, I will shut down the generator and let the alternator do its job – without the big initial load. After some hours of driving, everything is topped off and ready for another night (unless cooking is required, then a generator restart is required).

I was not so cautious with our previous coach and needed to rebuild the alternator eventually. Our current coach has 90k miles on it, all electric, and more dry camping. So far no alternator issues.

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I’m not so sure I agree with Les.

If you really want to spank a load onto an alternator, specifically the 50DN do what a lot of owners do, which is run air conditioners through their inverters while driving. If you are concerned Les is correct in using the generator to start charging, but I think he is over cautious (not a bad thing).

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Right Jon.

My Leece-Neville alternator is probably no where near as robust as a 50DN. My two 2,800 watt Magnum inverters are not wired to power air conditioners, probably for a reason.

However, when the day comes that I own a coach that is capable or running air conditioners off the inverters, I plan on using the generator instead.

As you’ve said many times, it is a good opportunity to exercise the generator. Im my case of frequent dry camping and traveling in the South, running air conditioners, my generator time is far from limited. I service the generator religiously myself since I rely on it so much.

[Charlie]

Thanks, Lonestarace,

The pictures are identical to Mine. And they are the same Year. What determines if one is a Classic ?

Thanks,

Rocky

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Rocky asked “what is a Classic”? Jon can asnswer this better than I can since this is the only Prevost I’ve had. He’s my guess:I think the main difference between our “Classic” and a “Lady” is our house electrical system is 12v with old fashion switches, relays, fuses, CBs, and no rose pedal disspencers! The “Ladys” house electrical is 24v with multiplex wiring, circut boards, and rose pedal disspencers.

I think I know what Les is talking about.

Before we got our Prevost we had an “all electric” SOB coach that had a single 270 amp Leece Neville alternator(like Les ?). We did a lot of dry camping(Walmart, rest areas, etc) when traveling from point A to point B. We had 5 new 8D Lifeline house batteries. I found out the hard way what the weak link was. When the batteries got depleted from overnite dry camping, and the main engine was started, all the charging current(270amp alt) went thru a battery isolator. This isolator was a heat sink of sorts and when a lot of current passed thru it, it got hot. It was suppose to be mounted on/in a well ventilated dense material surface so as to dissipate the heat buildup. But the SOB coach builder, in their infinite wisdow, mounted the isolator in a sealed plastic cabinet. NOT GOOD!! It would overheat and fail.

I ended up installing cooling fans in this cabinet to help keep the battery isolator from overheating and failing. Also, I ran the generator first, not the engine, for a while in the morning to re-charge the house batts a bit. The generator did not re-charge the house batteries thru the battery isolator or at such a high current rate.

[Kirby]

Les,

I’m not familiar with your coach setup, but I would guess your alternator is putting out around 13.8 volts. That won’t charge a bank of AGM batteries to 100%, they need at least 14.4 to get the job done. It will maintain the batteries while driving though.

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Gone crazy the single alternator Liberty is the Elegant Lady and it has a 24 volt house electrical system with A-B relays on the raer wall of the electric compartment.

The Classic is a two alternator coach with the house being 12 volts. It will not have the A-B system identified with the small square green push button light switches. The Classis has all white rocker switches.

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Jon,

If You are talking about the Switches in the Control panel to the right of the Fridge ? Then Mine are all White in there and throughout the Coach. Like the Master to the left of the entry door, Bathroom and Bedroom and Behind the Drivers seat near the wall. All the overhead lights have Rheostats for Dimmers. Which I really like. It has two alternators , And about 100 12V Fuses in the outside Port Bay where the Generator Watchdog is Located. So it sounds like I have the Classic then Right ?

Thanks,

Rocky

[Jimmy]

Rocky, since you have a second alternator your bus is a “Classic”. And rocker switches like these?

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Yes , Same Rockers throughout Coach.

Thanks,

Rocky