Bernard
Forum Replies Created
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Chip: Many Truck stops have CAT scales that will allow you to weigh the individual axles all at the same time. I recently did it at the new Love’s in Sheboygan WI. Fill with fresh water, top off diesel using the PC Love’s discount card, and weigh. Pretty easy.
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Spot on Harry on the let it low idle before you shut it down Those turbos get pretty hot and they cool down a little at idle with oil flowing through them. I usually keep mine at high idle all the time. Low idle at start for a minute or 2 until things get air up if down. Heard some folks say if no air can throw belts if they go high idle with no air. After pulling my ac compressor , Carrier 05g , to have seal installed, had to pull air cylinders to get belts off and on. Air bleed off valve wouldn’t allow cylinder to fully retract. Wised up going on as I pulled fitting on cylinder and hooked nitrogen I had sitting right there to pressure ac system to check for leaks, to cylinder to retract.
PS,
also heard if your 2 stroke ain’t leaking oil, it’s out!
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June,
So sorry to hear that. You have a great coach, and I’m sure you won’t have any trouble selling it. Our best wishes to you both!
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We’ll wave as you go by Joe. Tom’s lying. I washed your coach while he supervised. In fact I don’t ever recall seeing him wash any coach, ever, including his own. I think he has people that do that for him.
We are leaving Tuesday so unless you are really slow going north we won’t see you until we get to Petoskey. Please be sure to bring all the rain with you and have it end before we leave. I know for sure I will not be able to get Tom to wash or even help wash my coach.
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Tom,
I mentioned this last year in our discussion; I did not see a significant difference in downshift harshness when on the road.
I do not know whether Prevost ever programmed the coaches for automatic downshifts to second when on the Jake. It was common on production coaches, like my last coach, which used the same transmission. I know my friend’s coach is programmed to shift to forth. I am not advocating for everyone to reprogram their transmission like mine. I do want everyone to know that if their coach is not programmed for automatic downshifts, that they can safely manually downshift to get the maximum effect out of the Jake.
What I do when I am on cruise and come to a downhill, depends on the grade. If it is a minor downhill, I leave the cruise on, and turn the Jake on low or high as needed. If it is a longer, steeper downhill, I turn the cruise off, and use the Jake as needed. If the Jake won’t hold speed on the hill, I stab brake until I get to a gear that will hold speed on the hill. I constantly manage the cruise and Jake as needed. When I cruise in west Texas, or Arizona, the Jake goes off, unless I get in heavy traffic, then it stays on. I rarely use my service brake. Last month was an exception in heavy traffic on a 6% downhill from Victorville down to San Bernadino. Coach shifted back and forth from second to fourth with the Jake on, and I still needed a lot of service brakes. Without the action from the Jake, and yes, I saw 2,400 Rpm several times, I could have had a real problem with the service brakes.
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Welcome… You will love your Prevost… we have the exact same model as yours with almost the same interior… Jeff at ETLC has done a lot of work on that coach… floors, ceilings etc…it’s a gorgeous coach …I hope you enjoy it.
The seminar is great….you will learn a lot and meet lots of great folks there….I wish we were making it to this one.
Cheers and safe travels, Diane
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I have a hard time accepting the HP claims. I go up hills like everyone else. When I head north about 50 or 60 miles from home is a hill that is long and steep enough to prevent me from holding the speed I like.
Coming up that same hill from the opposite direction is the same situation, where if all the planets are lined up I can go up it faster than trucks, but holding my desired speed is difficult if not impossible.
I have two large HP consumers on my coach with my clutch driven fan and my OTR. I can watch my temp gauge and see when the high speed fan kicks in, and I can turn my OTR on or off anytime I want and I cannot say with conviction I can detect any measurable increase in available power when my high speed fan cuts out and drops to the low speed, or when I turn off the OTR. I am sure I can get improved performance when the high speed fan is not engaged, and when combined with turning off the OTR I should see or feel some impact, but if there is a change I don’t sense it.
What I do sense clearly is the difference between when I have the Hummer on the back compared with when it is only the coach. Dragging that 6700 pound load behind the bus is very clearly affecting hill climb ability.
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I am probably not helping myself much by reporting facts in spurts but would like to add the following for better understanding.
I am plugging the trailer into the 30A outlet because the trailer receptacle is the 30A kind and it was provided with that cable.
However, there is nothing in the trailer (other than the battery charger, maybe, that charges the hydraulic lift battery) that requires 30A or anything close. The battery charger would not be charging most of the time since this battery is receiving a charge while the trailer is connected to the bus and while underway.
I am plugging the trailer in for convenience to have working lights and power to standard 110V outlets. I do also keep a freezer/fridge box in the trailer for cooling adult beverages. The draw should be minimal.
So most of the time, there is no draw or very little.
I have at times used the converter plug to reduce the 30A plug to a standard 15/20A plug and that works just fine, too.
Therefore, I am not consuming 80 amps!
As for the current situation, all was well all day while nobody was here. Then this guy Roy arrives in his Royale and pulls into the adjacent pull-thru, along with his friend occupying the next one over. All power went to hell, then.
Just kidding.
Just to be safe, I switched-off 2 AC and I did not have any power issues overnight.
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Wow, you can see it behind where the idler pulley bracket was in the second picture.
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Charles,
The reason I am thinking the center solenoid valve is the issue is he said the rear will not rise. It is the only thing I can think of common to both sides.
If he uses level low to raise the rear he is sending air to the air bags through a different path. I suspect the front is not going to the road height either but it might not be down or it might not seem too low for driving.
The Liberty modifications really do not alter the basic functioning of the level low system and in fact either does the HWH. Those converter installed modifications just automate leveling.
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Where is the shop Chris?
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That is basically what Jeff said. I have had a run of it lately.
They have both been installed nearly 10 years and only a 2-3 months apart.
Still seems weird to me.
Davy
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If you find the batteries are bad, we have Show Pricing this week during our Bella Terra Rally. Contact me if you need new Lifelines.
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Not sure about the coolant level sensor system on the later models like yours (haven’t had any trouble with my current coach) but my previous coach gave me issues and the system had a module in addition to the sensor in tank. My module was bad.
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Jon, from our original post on this topic, at the beginning of this thread:
“We also called Prevost Parts on our own and they confirmed that the manufacturer went out of business in 2008, taking their dies, jigs and tooling down the tubes with them. We contacted Steele Rubber Products with a photo of what we need; they also do not have these. However, Trent Poole of Steele Rubber indicated they have received other inquiries and that Steele might be interested in tooling up to make these seals. BUT, they need a physical sample of the seal. “
We still need our seal, so it’s not available to send to Mr. Poole. We keep an eye out for older XLs that might have a similar seal, but it would have to be someplace like a junkyard where nobody would miss it.
Linda