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Check for rebuild tag? If you haven’t owned coach since new it is hard to tell. Guess I’m a little slow to replace until signs of loss of use are evident. I do not know how much oil we are talking about.Could always start search for replacement and store it away until yours starts to loose efficiency. Sounds like it is still coming up quickly. I know your dragging your shop around with you. Your choice. Watch prevost for monthly deals on Aircompressor. I’m sure there are good rebuilders out there. I only trust my local guy that I can lay hands on. or do it my self. Clifford or Jon might have someone they trust. Bob
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Karl,
My daughter’s factory had two runs of bus stands, one distributed at a POG rally in Sevierville, TN and another batch at the last rally in Kerrville. They were sold at cost, with neither the factory or me making any money on them. But it got too confusing so we probably will not do any more runs.
But, while I use the stands I also use another type of support.
http://www.harborfreight.com/20-ton-air-over-hydraulic-jack-95553.html
This jack is available at Harbor Freight and Northern Tool and often it is on sale. The way to use it as a safety device is to compress the jack so it is all the way down. Slide it under the body support point and using the center threaded post, screw it up until it makes contact with the chassis support point. Do this with the coach fully raised on the air bags so it is at its maximum height.
The jacks are rated at 20 ton so you will not have any capacity issues, and since the jack is not raised at all, it cannot drop due to a hydraulic failure. You will be safe to get under the coach. You do not have to get beneath the coach to place them under the chassis supports, and can actually get them in the precise location by pushing them in place with the awning tool.
By having them you also have an air operated hydraulic jack so they serve a dual purpose.
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Ron,
Maybe Clifford can eleborate, but if my memory is correct on another site I read where rebuilt compressors had little of the reliability of the new ones and some owners were not viewing the lower price of a rebuild as cost effective.
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Bonz,
2013!
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Triple is illegal in GA, but don’t know how often it’s enforced.
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Elliott,
I just had breakfast this morning and met Ed for the first time, nice guy and he sure know’s his business. I didn’t realize what a big market the marine and railroad was for Microphor.
The only downside for all of us with Microphor china toilets is they are gone and can’t be found anymore. The good news, is Ed’s company has plenty of parts to support us.
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Thanks, but I am still too lost to order something. I don’t know what it should do, or how to use it, so I would sound (more) like a buffoon trying to buy it!
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I haven’t done anything yet. Just brought it back to Florida and need to start looking at this again.
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L have known a couple of people who have done this a few years ago. One from MD and another from NY to Port St. Lucie, FL. Neither had a problem. They were on I-95 about the whole way. If you do it, I would stay under the speed limit.
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Ron, 350,000 miles on a compressor it’s due for a change you got your money out of that one
Clifford
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I had an occasion to deal with Ed when my toilet decided to flush continuously, what a great guy and he is willing to help you anyway possible. They have a repair/rebuild DVD of the toilets that is very helpful, cost $100 but well worth it.
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For some reason this morning, I can’t post a picture or use the Link, so we might have a problem or it’s on my end. I’ll get a picture up when this get’s sorted out.
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Ron,
Not familiar with the H, but on the XL’s the rear air valve fills all tanks, brake and aux air and mine has a check valve to prevent a loss of air through the valve. This line is connected to the dryer.
I installed a lanyard on my wet tank to drain often and I get a little mist of oil (almost a smell and little liquid) when draining the tank. Every bus I have owned has had this trait and I consider it normal.
If you don’t have a drawing for your H, go here: http://prevostparts.volvo.com/technicalpublications/pdf/d140199rh_fr.pdf
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Ron,
You are correct in being concerned about potential downstream damage from oil, but before I push the panic button I would drain the air tanks in sequence. I agree with Bob that it is unlikely you have oil migrating past the wet tank, but by draining your tanks in sequence (call up your pneumatic diagrams and follow the air path) you will know where evidence of oil stops.
I think your coach was a seated coach, so I suspect your air tank configuration will be unlike a motorhome, but you should be comforted in knowing that the last place oil can get to is the Norgrens because only after the brake tanks are satisfied will air go to the aux tank, and then onto the Norgrens. I would be more concerned with moisture from an aux compressor unless the coach has a good water trap or dryer downstream from the aux compressor and before the aux system.
If an air system has problems from excessive oil passing the compressor you will know without cracking a petcock. Look at the area around where the air dryer spits and if you see oil on the frame of the coach then you know oil has passed the dryer. The dryer cartridge is going to catch both oil and water and the oil will coat the element making its function as a dryer useless. To gauge the health of the compressor service the dryer, and drain the wet tank as well as monitoring if new evidence of oil is seen on the frame. I have about 250,000 miles, change the dryer cartridge every 2 years and never see oil on the frame or drain more than a tablespoon of an oil / water mix from the wet tank. My oil water mix is a milky tan color. Any engine driven compressor will pass some oil. The key is not letting the oil get ahead of the cartridge service life. At that point you do have to do something.
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Sorry l have a 92 H3-40 With an 8v-92 and 740 trans!