[Bill]

USAF 1975 – 1984. Then two more years as a contractor and consultant to Air Force Communications Command HQ.

Side note: Approximately 90% of our technical staff are Veterans. We actively seek and hire qualified Veterans. We’re always looking for good people, so if you know a Veteran with good electrical/electronic skills looking for a challenging job on the Gulf Coast, have them contact me.

[Bill]

Stupid question time. What’s the sticky-uppy thing in-between the air horns? A rotating spotlight?

[Bill]

You may not be able to get just the bearings from Detroit, they will only sell you the entire assembly. I found the bearings at a local bearing shop and pressed them in and out with no problem.

[Bill]

I concur with Jon’s comments. I watched Jeff Rowe and his crew at ETLC change out my water pump. They replaced the original pump with an identical one … so all the connections were “right there”. The swap out was pretty straight forward. If I had to replace mine again and wasn’t close to Jeff’s, I would probably try to replace it myself with some consultation from Jeff. There always seems to be some special thing that needs to be done on many things on the coach when working on it that aren’t so obvious to us DIYer’s.

You’re only 280 miles from Vonore and Jeff. Its a nice place to visit.

[Bill]

On that year range– pannels on side were glued on=this has been known to fail! there is a update that prevost has stepped up to. If the perspective coach has not had update in may cost you 40 grand plus. Look up delam issues in search function. Bob Nothing is a deal breaker but ??? you may ask now may save you half the cost of the coach in repairs.

[Bill]

Now that the second seminar has ended with success, judging by all reports, has the time come to take it “on the road”? There are probably a thousand reasons not to but, it might be worth exploring.

[Bill]

Thanks George, I appreciate that.

AL

[Bill]

Hmm, Ive never been turned away from the discount? Used it in Woodstock GA, Mariette GA, Canton GA, Ocala FL, Deer Park WA, Spokane WA, Vonore TN, Kansas City MO, Spearfish SD. Never been turned down… I just figured it worked everywhere 🙂

[Bill]

The issues start when traveling down the highway with weight attached on the tail end of the bus frame.

With the entire weight of the motorcycle carrier and motorcycle attached to the rear of the bus all is fine until…we bounce like a sea-saw.

I believe with the addition of the carrier and motorcycle the owner has compromised the structural integrity of his bus frame. Cracks have also been found in top horizontal cap joints./ seams.

FWIW….AL

[Bill]

If you have a Liberty with an aluminum holding tank, it’s not if, it ‘s when it starts to leak, call Jeff.

Bernie – you forgot to tell them your Marathon has plastic no leak tanks.:)

[Bill]

A few weeks back we happened to catch a TV show about expensive RVs. It happened that one of them was a Newmar Kingaire. That is a large coach, and appears to be equipped very similar to our coaches.

What really grabbed my attention was that is was built on a truck type two channel frame structure. The chassis is essentially a flat bed truck 45 feet long. The deck appeared to be one or two 3/4″ plywood sheets. After showing the chassis the show jumped to the installation of the side walls, which are aluminum frames and they are SCREWED to the plywood floor.

I can envision any impact forces causing the portion of the coach screwed to the deck or floor separating easily. It looks great as a finished coach, but knowing the sides and rear walls are just screwed into playwood was all it took for me to realize our welded chassis “cage” is not going to separate in a rollover or be torn apart due to a sudden impact.

If you are a member and do not yet have a Prevost, but drive a conventional RV give serious consideration about how your coach is constructed and drive accordingly.

[Bill]

Only because everyone is ok I’ll posit that I’m interested in how the insurance company values the coach.

[Bill]

I agree with Mark and Jon.

I don’t know what’s right, this is what I do. I can’t think of a
time where I have been in long wide open pull and then have an immediate
opportunity to shut the engine off. Usually you go down the hill you
just came up or get off the exit ramp and drive into Cracker Barrel’s
parking lot under something much less than WOT. This gives the turbo
time to cool. I usually wait about a minute or so before I shut the
engine off. This gives the turbo enough time to slow down to an idle RPM
speed before you shut the engine off and stop the oil flow to the turbo.
There is going to be a very brief period of time that the turbo is
spinning with no oil pressure no matter what you do (unless you have an
accumulator installed) Trivia, the turbo can reach speeds of around
100,000 RPM under full load.

There is a factory EGT
sensor kit available for DDEC IV, (I’ll add the part number when I find
it). A Detroit dealer should be able to upgrade the ECM to read the
sensor, if not I can. What I’m not sure about, will the Silverleaf
display it? I think so but a call to the folks at Silverleaf could
answer that question. So far I haven’t been able to get the factory EGT
sensor to work with DDEC V but just recently I found a document that
showed a 330 ohm resistor inline with the sensor that I didn’t know
about. I have not had time check that yet. As Jon said you probably
don’t need the EGT temps unless you’re wanting more HP, but if you want
EGT I understand. I want and have a lot of things I don’t need.

DDEC VI and after have the EGT sensor from the factory, it’s part of the DPF system.

Ken

[Bill]

Does anyone know what the current coach count is for this event? If it is mostly going to be PC members in attendance, I will start planning on camping out there to join the group.

[Bill]

No Mark, it’s 126 Horne Drive, Vonore, TN 37885.

I know, Horny drive, hey it’s TN..