Andy
Forum Replies Created
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I also forgot to mention that there is still time to register and attend the event. I know when I spoke to a couple of folks that they were still attempting to iron out their travel schedules. We are less than a month away so hopefully we will still add a few more guests.
This is going to be a great event!!! There are a ton of events going on so we will definitely keep everyone entertained!!
Safe Travels!
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I think with the Liberty controls, the consistency is in the fact 3 control the LH rear, RH rear or front, and the forth is the “master” that is set in the “road” position for driving, the “manual” position to enable the use of the three switches to manually adjust the coach height, or the “automatic” position to let the system level the coach automatically.
The only important thing for an owner to understand is if the “level low” light is on (on the dash) the coach is not to be driven. Only when the master switch is in the “road” position will the warning light be out.
None of my three coaches had the switches positioned the same and I think the relative position of the functions on each switch may have differed also (but I cannot remember for sure).
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What is the objection to having cooling fans run all the time?
And I hope nobody gets insulted, but what is the basis for determining a temperature setting if it differs from what the converter has as a set point?
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The front-end of the Affinity is totally gone, no front door, no structure left on the front.
I know that a severe impact can mangle anything but that doesn’t look good.
Seeing a recent Marathon that had a very hard hit, it held up really well. And, I know each accident and impact is different.
Mark
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Jon, thanks for the quick response. I know we can always count on you.
Charles, thanks for your reply and current road conditions. There is nothing like first hand knowledge. My wife and her mother are making the trip alone, so it is nerve racking to be so far away back in MA.
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I just checked several sources, and Easter is the following weekend, March 27th 😉
June
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Hello Jon,
Thank you for your post and of course I wish to thank all the other fellows who have stepped in.
The TPS has not been mentioned by any mechanics. I have had this bus in 5 rpair shops. The turbo sensor was the first item replaced.We led 11 members of the Royale Coach Club from Michigan to Colorado. Our troubles began on our way to Michigan so our first repair was done at Traverse Grand Diesel. They replaced the turbo sensor after doing an engine diagnostiic. The code 39 showed up. Since the problem doesn’t show up for 30 or so miles we left MI and headed to WI. The problem showed up again about 150 miles down the road.
Arriving later in Green Bay we went to Truck Country in Kaukauna, WI. The engine diagnosis showed
code 39 S147 FMI 2 that logged 14 times. (I am re-reading the invoice right now and see that the tech tested the turbo actuator from his laptop and it tested fine in all positions…I stand corrected Ken…and there were n o leaks). After a road test the mechanic experienced the long period of no turbo boost with the throttle floored.
At this point the Charge Air Cooler was mentioned due to the smoke comming out of the tail pipe and the air leaking around it but his comment was “all” CAC’s leak. He believed the non-activation of the turbo was due to
something else which led to replacing the Barometric Sensor. This led to the v-pod’s, which didn’t solve the issue which led to the EGR valvle and then the EGR Cooler due to the broken stud.On the road again non of the previous work solved the issure of “no trubo boost”. In MPLS we stopped
at Interstate Power Systems. They suggested replacing the Charge Air Cooler also but due to our schedule
with the Royale group we did not have time to get one shipped in. After their analysis they replaced the wire harnesses and fuel filters. They mentioned that the OEM (Prevost) might need checking and that the ECM might be the problem. We later had this replaced in Rapid City, SD Interstate Power Systems.Finally we had the Charge air Cooler replaced at Prevost in Ft Worth Monday and drove it yesterday.
The good: Much better fuel mileage, no smoke, but same problem. -
I just replaced one of my 3 units with the new Dometic 15,000 Btu heat pump and did not have to do anything to the 4 button Duo-Therm control center.
Why the need for the 12 button control unit.
The only negitive to the 15000 btu unit is it draws 15 amps. Not a big deal just have to manage amp useage.
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A romantic evening in Quebec city!
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Tom & Bill… was there supposed to be a picture there as a little x in a box came up?
Y’all have fun and be safe
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I have also noticed the extra noise and heat outside with cruise airs on our Liberty. Our Legendary had roof airs, and they were louder inside than the cruise airs, so I guess it is a bit of a trade off…
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I put in the ones from hero and they do dim some but not like the old ones
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The Liberty ducting is not tubes or hoses, but is a plenum made by having a passageway for OTR air such as a wall panel that stands off of the outer shell so the air can pass through that area the entire length of the coach.
If the coach had a remodel and the work did not reflect the need to maintain air flow that could be the problem. Along the length of the coach on both sides (as in a non slide coach) air from the evaporator pressurizes both plenums and air flows through “screens” in the wiondow sills and along the top of the backsplash over the sink counter.
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It could be, but I cannot be sure. John, prior to proceeding with the exchange of money I would make sure you gather as much information as possible, give the coach the best inspection by you to insure everything is correct and (just a gut feel) try to find records to indicate coolant maintenance according to the Prevost and Detroit schedule.
Email me.
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Getting into a discussion about A/C on Prevost coaches is akin to poking a bee hive with a stick. It has the potential to get exciting.
Let’s first define some terms. Prevost OTR or over the road air is a whole coach system. It ranges from a little over 80,000 BTU on early models to as much as 109,000 BTU on later models. It has a driver’s or front air system component that can be set at a different temp than the balance of the coach, but the driver and coach systems share a large Carrier type compressor. It is only available on coaches with up to 2 slides. Coaches with 3 or 4 slides will only have driver’s air and a much smaller compressor.
Some converters have coaches with Prevost installed driver’s air only that is supplemented with a converter installed system that might have one or two evaporators to cool the house portion of the coach. The output of that supplemental system is less than the Prevost OTR system. This smaller system has also been called an OTR system so when discussing the various systems everyone in the conversation has to be sure to understand what is being discussed.
Some conversions have only driver’s air, and any additional A/C while driving will come from the house A/C units which could be a roof air, Cruiseair or a basement package unit.
Those are likely the options available to a buyer of a new or used coach.
What works for one owner may be overkill or inadequate for another owner. We can debate what is best, what is needed, or what is too little or too much but that is something that is determined by personal needs. I am heavily biased towards Prevost OTR because I prefer cool temperatures and I know the OTR system will keep the entire coach at whatever temperature I desire.
I know for a fact I am outnumbered by owners who are satisfied with their A/C systems even though the total capacity might be less than half that of the Prevost OTR.
The same debate regarding what is acceptable for an A/C system when driving can take place regarding the house systems. The bottom line is how an owner defines comfortable. If an owner is comfortable at 70 degrees more A/C system capability is going to be required to satisfy him than that which will keep an owner who is comfortable at 75 or 80. The discussion can also include a recognition that Cruiseairs are likely to lack performance as the ambient temps go up and the highways get heated by the sun because in excessively hot temps with a lot of heat radiating from the highway the condensing units are not going to get sufficient cooling air. Roof mounted units will perform much better under those conditions, but the objection to them is the noise level.
It makes no sense to have OTR if the coach spends most of its time at a RV resort and is used as a second home and driven rarely. A coach that is going to be driven a lot, especially in the southwest would be a good candidate for OTR. There are any number of issues to cloud the discussion such as use of space, cost of replacement, number of units to have, etc with almost every single owner claiming the system they currently have in their coach is all you need or is best.
OTR is a mechanical system, and because of that it requires service. But it is not a maintenance hog. Many of us with OTR have never had to service the system. And those of us that have probably did the first service after it had been in service for 15 or 20 years. A typical issue is the eventual need to replace the seal on the compressor and to recharge the system.
Roof airs are viewed as throw away devices because their cost is relatively low and after they fail some don’t even have a means of recharging the system. Newer roof airs are especially difficult to repair and while they are serviceable to an extent the cost when compared to the cost of a new one makes repairs less cost effective.
Cruiseair split systems are much more expensive, but they are very serviceable. It is hard to say which is more reliable, but those with Cruiseair units favor them for the quieter operation than roof airs, but also understand they are not the best option for A/C while driving in hot areas. The output on Cruiseairs is the same as roof air units with both types in the 13,500 BTU range. Some roof airs have as much as 15,000 BTU output, but they have been reported as noisy and prone to problems.
The bottom line is there is a seat for every butt. No matter how a coach is configured as far as its A/C system somebody will find it not only acceptable, but desirable.