[al]

Hey Dick, how are things in WI.

4D Battery at 25amp draw will last 390 min. 20 Hour rating is 210 amps.

8D Battery at 25 amp draw will last 550 min. 20 Hour rating is 255 amps

The 8D and the 4D both weigh 124lbs. Did not believe that but their site shows that.

I don’t know the price difference between the two cause I have never bought any 4D’s.

[al]

Wow Buddy, I noticed your latest Avatar, didn’t know you were into Super C’s….

[al]

TJ’s has some on the shelf (basics) but Lewis has more.

Nice to know another nearby owner.

[al]

Thank you Don, I’m going to call Power Tech and get a breaker headed my way.

This website is such a great resource.

[al]

Update on my own post:

I received a call from Patrick Collins who owns the coach before mine, and currently works at Liberty in Stuart, Fl.

The culprit in this is the Allen-Bradley system. (AB) What he surmised is that when power was lost to coach being plugged in, the inverters were keeping the refer on. Voltage started to drop and without the watchdog being turned on the house batteries got below 22V. When it hits below that threshold the Allen-Bradley system shuts down the whole coach, inverters and all. So when AC line to coach came back on the Allen-Bradley system did not come back up,as it did not sense DC voltage greater than 22V, thus no inverters to recharge the batteries.

So when I started up the coach, AB received the necessary 24V to turn itself back on from the alternator voltage and turned on all the lights and allowed the inverters/chargers to come back on. But when I shut off the engine and kept the genny running, the house batteries were not up to the 22V yet, and thus the AB system shut everything back down. Starting the engine back on then again provided for the DC voltage to get above 22V. And all things working again.

As I was checking systems with both engine on, and genny on, inverters were charging up batteries to the point that they got above the 22V mark and now the AB system and inverters are not shutting down.

Thus the batteries never went to zero , but did get below 22V as some point. Once they went below 22V then did not discharge but just sat static at the lower voltage. This is then why when in about 30 minutes the batteries came above the 22V mark and the AB system stayed on.

He also told me that there are back up batteries to the AB system just like the back up batteries for the Zip Dee awning control box. I have not seen them in my power bay, and he states they may be in the battery compartment which is a genuine PIA to get too.

Lesson learned. amazing coaches.

[al]

Tad:

What failed or wore out?

Could the shop determine what the problem was by hooking the computer to it? Or did they need to tear it apart to find out.

[al]

From what I have seen so far the insulation is of a plastic type material and is melting onto the armature and keeping the electricity from crossing it

[al]

Prevost PASS @ 800-463-7738

[al]

Here is picture of battery charging system on my coach not your. I have asked for your coach number and model in past email… Good luck.

[al]

It’s the 6 speed Allison automatic transmission that Prevost put in our buses starting in about 1994 till 20??.

[al]

I removed/re-installed the ISRI in 96 Marathon for air line repairs. May have been the hard way overall but it worked.

4 bolts holding seat to floor going to either weld/captured nuts (don’t remember which) in ceiling of steering bay.

[al]

This is a situation that has been common for a number of years. Way back in the old days when Tom had a Prevost somehow the parts guys were dealing with transposed part numbers and as a result a lot of owners with new air bags could no longer get their front to rise above the road or driving height when they were previously able. That goes back to 2004 when Prevost attempted to minimize the number of air bags needed to maintain coaches.

It was a mess because the following variations in coaches all had different air bags. Forty foot coaches had different ones than 45. Entertainer 45 was different yet. Kneeling coaches had other different air bags as did solid axle versus IFS. And that is just on XL. XLII added to the confusion as steer axle weight ratings increased. As can be imagined every different air bag number was a potential mistake. I am not familiar with the variations on H models.

Another mess was the part numbers called for on EGR turbo system hoses, in which the high and low temp hoses were transposed.

A person could get the Queen Mary to make a 180 degree turn with an oar faster than Prevost would respond and correct errors and when errors were pointed out those who could make changes happen were usually defensive and pissed so we still are feeling the effects of a long term problem.

The only true solution is to get Prevost to make changes as required, but until that happens the alternative is to keep sending parts back until the right ones are made available. I know this is a shitty solution because once the bus is put together and the problem is evident it is not fun to go through the process of swapping parts.

[al]

RELiON’s LT Series batteries can safely charge at temperatures down to -20°C (-4°F) using a standard charge.

[al]

Jon, Did not know that inverters were controlled by the transfer switch along with the generator and shore power. Now I know. Thanks, Jon

[al]

Just buy a set of heavy duty welded ones like I posted above (in 2019) and they adjust.