[Bob]

I have created a Word document with photos and explanations of what I did to reroute the size 20 hose as discussed in the thread. If someone can explain to me how to attach this document, I will be glad to do so.

Please feel free to email me at: david@phelps-companies.com

I will be glad to send this document to anyone.

UPDATE: Document posted in Diagnostic and Repair Nuggets

[Bob]

The Prevost part number issue was that smaller air bags were supplied than the ones actually required, but as I recall that problem was resolved about 8 to 10 years ago. If in fact Bill had gotten those bags erroneously supplied I think his problem would not have happened.

His date of the installation of the air bag that originally failed falls in line a little with the issue, but instead of a bag failure, it is probable his post would be about his front end not raising to ride height.

[Bob]

Jon,

Your oil pan gasket goes in place dry with staggered bolt torque.

I’am sure you knew about bolt torque ….mentioned this for PC readers.

If you have a gasket that you find shrunk …that is old product and should be returned as defective.

Another reason new gaskets don’t fit right is improper warehouse storage in hot warehouses which causes gaskets to shrink.

AL

[Bob]

Well, put us in the disappointed category but fully understand.

We also go in that group that was waiting to sign-up with PC to get our Resort reservations. Having gone thru this drill last year we were waiting until they open in May to even try.

I just got 2 weeks of vacation back. Now where am I going to go??????

[Bob]

Elliot,

If you could use your reader (or maybe you have seen this in previous use) and see what the turbo boost reads with the engine at idle. Mine reads 14# (atmospheric pressure). Also, can you tell me what your normal reading for max. turbo boost is while accelerating or going up a hill. I have lost power (torque) and no one knows why. I just had to do the Eisenhower Tunnel climb and had to disconnect the towed and make the climb in 2nd gear at about 35 and the final climb to the top in 1st gear around 20. It gets worse and worse with altitude. We got stuck in Cripple Creek, CO at about 9500 feet when the coach would not get moving on a slight hill as the engine would not spin up enough to produce any boost. Had to get in the towed and use it to push the bus to get it moving!

On flat ground, it runs great and easily cruise at 70+. In neutral the engine runs up full bore without a hiccup. Someone mentioned their newer coach had a turbo boost sensor PLUS and an atmospheric pressure sensor. Anyone know if the DDEC I should have such a thing and where it might be located?

Some also mentioned 10+ VDC to the ECM but the DDEC I trouble shooting book that I got from someone on this site years ago says the ECM should be seeing 5.4 VDC or something along those lines and that’s what I am seeing. Any guidance there would also be great.

[Bob]

Mine has stainless , unless you mean above the stainless?

[Bob]

Faulty key switch? Failure to start from front, now not fully shutting off, maybe?

[Bob]

Nice. I did not check the fluid but just did my second change with Transynd plus filters. Should be good for another 5 years.

[Bob]

This is a cynical opinion, but if I was considering the purchase of an XLII, even if i saw the vertical strips that hide the rivets I would insist on seeing the Prevost work order.

Here’s why I am cynical. I know of a company that has “repaired” panels that have delaminated. The cost to do the entire repair the way Prevost developed the repair is very expensive but also a permanent repair. Once done it will never be a problem again.

A company that wants an XLII to appear completely repaired only has to have the stainless steel cover strips made and applied over the joints. It then appears Prevost did the work. The real repair is far more than riveting or sealing the vertical joints, with the Zee strip sealing against moisture being a major but expensive part of making the correct repair.

I would just want to verify Prevost did the work because that is the real value added.

[Bob]

Congratulations on your new “baby”. We know about your smile. After 19 years of Prevost ownership, I sit outside our current coach and stare at it in wonder with a huge grin on my face. We are all lucky to participate in a dream.

[Bob]

have seen many over fill at service provider. Your engine will take 10 for 60 serries. fill line 3/4 inch below oil pan to block connection. wrong dipstick or service guy not watching automatic oil pump(putting to much in) Or maybe not everything rebuilt as reprensented on engine I know I pointed out many of the same things..Is there a mist on rear of bus?

[Bob]

Thank you, Mikee. That is helpful. They send the kit for free, as you said, and charge $28 for the analysis.

Here is the link to Blackstone Laboratories.

Davy

[Bob]

Bill may be correct about the lack of a mechanical stop because my memory sucks. If I did not have one I may have created one after learning one owner lost a radiator because his belts came off or failed. It is a belts and suspenders thing with me. I know stuff will fail, so the pessimist in me tries to figure a way to work around the failure or prevent the failure from creating a bigger problem.

[Bob]

As built Norgren valves help you understand them. For example if you apply air to 12 which is the pneumatic operator it opens the path 1-2. Easy way to understand things

[Bob]

thanks for all info guys.