Brady
Forum Replies Created
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Matt,
Welcome to PC, I have bad news however. We all go through the same process you do. We buy one, spend money on it and sell it for less and repeat the process.
Hard to believe we are all making the same mistake isn’t it?
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I had a 2002 singke slide Royal coach. It had 3 roof airs. I traveled the SW 110 degrees while parked or running with gen down the road with dash air on the units kept the coach at 72. With one unit as it is set up after the inverter at those temps it would not keep up. On 95 degree days it did the job. I know Jon believes the AC needs to be able to replace his refrigerator we found it ok. I agree the systems were simple compared to some other, however be sure the maintenance has been done including the oil water seperators on the Jun Air compressor or you may have a contaminated air system that will make a Royal or any coach seem very complex and troublesome.
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Jon, maybe at Branson ?
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Stand by Roger, my uncle lives there and full times, I’ll ask.
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Jim has a 24 volt coach. That might explain the difference.
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As hated as Carefree Awnings are, they at least had the sense to abandon the always broken rooftop wind sensor for a vibration sensing system that mounts to the open end of the awning. The good news is really works. That was mu last coach. My current coach has the fail safe manual ZipDees. If they are out when the wind picks up I lnow exactly what failed…
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I hope you have a great trip!
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Welcome Bryan and I remember you, the handle rang a bell. You are for sure welcome here and I for one would like to hear all about the MCI when you get your hands on it. If my memory is still intact, American did some great Prevost conversions and some of the those folks are at Panterra, one of our Advertisers.
Keep us posted and look forward to your posts…
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Keyless Entry System
By using this system, you can lock or unlock the entrance door and the baggage and serivce compartment doors. The master code in the microprocessor/relay module is preprogrammed by the manufacturer and connot be deleted. The master code is printed on the decal affixed to the keyless system microprocessor/relay module in the fron console;
When you use the keyless entry system, the keyboard and stop lights illuminate. Although each button is provided with two digits separated by a virtical line, there is only one contact per button. Press in the center of the button (between the two digits, on the vertical line).
You must unlock the entrance door before you unlock any other baggage or service compartment door. If you let more than five seconds pass between the numbers you press, the system shuts down, and you have to enter your code again. If the keyless entry system does nto work properly, use the key to lock or unlock entrance or compartment doors.
Keyless Operating Instructions
1. To unlock the entrance door, enter the five digits of the code. After pressing the fifth digit, the door will unlock. During the night, press any button to illuminate thekeyboard, then enter the code.
2. When presssing any button, the keybaord lights up for five seconds and the stip lights illuminate for twenty-five seconds.
3. To unlock thebaggage and serivce compartment doors, press button 3/4 within five seconds of entering the code.
4. To lock entrance door and compartments all at the same time, press buttons 7/8 and 9/0 at the same time.
Programming Your Personal Code
You can program a personal code to unlock the entrance door and compartments. This code does not replace the permanent code that is programmed into the system. Use your personal code in the same manner that you would use the original code.
1. Choose and memorize your personal code.
2. Enter the original code, and within five seconds, press button 1/2. (i found that by original code they mean the perm code not some other previous personal code)
3. Within five seconds of pressing button 1/2, enter your personal code, pressing each button witin five seconds of the previous digit. The keyboard light will immediately turn OFF if the code is correctly entered.
The keyless entry system registers yoru personal code. To unlock the entrance door, you can use either code.
to erase your personal code, enter the original code, press button 1/2. tjem wait six seconds.
Now if I forget or loose my manual I can come back here to find the instructions. Hope this helps.
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Paul… On my Vantare a ’98 H I have 2 switches… one in the electrical panel which has to be on for the one on the dash to work … On my coach it is on line 2 or B if yours is A & B … it’s actually the breaker switch. its easy to overlook some of the labels as there are so many !! I also have an indicator light that shows when its running to the left side of the compressor switch at the dash.
Hope it’s that simple for you.
Diane -
Cruiseairs. Cruiseair units are split systems with the condensing units located in the lower portion of the coach and the evaporator units located in the house portion of the coach. They have ratings of around 13,000 BTU. Usually 40 foot coaches will have three units and 45 foot coaches will have 4 units. Generally there will be an evaporator in the front of the coach, typically behind the front upper cap supplying cooled air to the front portion of the coach. There will likely be one or two units mounted midships and the cool air flow will usually be directed to the bath area as well as forward. The unit in the rear will be used to cool the bedroom and will likely be located near the rear cap either in the center or to one side depending on the configuration of the bedroom.
The condensing units are usually installed behind the front drop down bumper, and depending on the converter there may be two or three condensing units in that location. If needed one or two condensing units will be located in the center of the coach immediately aft of the first bay. The refrigerant lines from the condensing units will run to their respective evaporators. Except on older coaches the Cruiseair units will be operated by a control often referred to as an SMX control. The control is programmable for humidity control, automatic or manual operation and in almost all cases except on older coaches the units can function as AC units, heat pumps or both. Cruiseairs will generally not function as heat pumps once the outside temperatures reach about 35 or below. They are not available with electric heat strips which have no temperature limitations.
The advantages of Cruiseair units begins with their construction. They were never intended to compete on price so while expensive they are also relatively durable. They are meant to be serviced to a considerable degree and are not considered as “throwaway” units. Because of the way the controls are set up the Cruiseairs can be very quiet during operation. They can be programmed to ramp the fan speed up and down making their operation non-intrusive.
The disadvantages of Cruiseairs begins with the cost. They are relatively expensive to purchase, and their location makes access difficult so servicing them can also be expensive. While improvements have been made over the years Cruiseair units will not work well when the coach is traveling because the condensers require cool air for efficiency and heat radiating from a sun baked highway may be too much for the units causing them to shut down. Consequently having an OTR coach is almost a mandate if Cruiseairs are to be installed.
If a Cruiseair coach is parked in tall grass (such as when dry camping) it cannot be lowered without blocking air flow to the condensing units so there are limits to where and how a Cruiseair coach can park.
Since I have no personal experience on a coach with roof airs the information below needs to be verified and corrected where needed.
Roof Mounted AC units. The roof mounted AC units were originally designed for the RV industry so their relatively compact, low profile configuration is ideal for the application. They typically are rated between 13,000 and 15,000 BTU. The converter when using roof mounted units can opt to use the units in an unducted manner, with each having their own cool air outlets and controls, or ducted such that two or more units can supply cool air to an entire coach with as many units running as needed to maintain the temperatures.
Roof mounted units are produced in significant numbers and are found in everything from pop-top campers to high end RVs. As a result of production quantities they are relatively inexpensive. Despite the easy access for servicing, or maybe because of that generally units are replaced rather than repaired. That might also be decided on the basis of the replacement cost compared to the hourly cost of service.
The advantages of roof mounted AC units is they are up in clean, relatively cool air so there are no impediments to their use when the coach is on the road. They are inexpensive so it is often more economical to replace one rather than trying to repair one.
The disadvantages of roof mounted units is they are inexpensive. The RV industry continually pushes for the least expensive costs and manufacturers of roof mounted AC units have responded. The low cost is seen in the life of the product. That is not to say they are junk, but they are not built to the same degree of quality as the Prevost conversion to which they are attached. A frequently mentioned disadvantage is the noise level, although converters now forced to use roof air units due to circumstances are making a serious effort to duct the air flows in such a way as to mask the fan noise and to isolate and eliminate the low frequency “drumming” from the roof mounted units.
The fact that roof air units require roof penetrations is another disadvantage.
Again, this is intended to be amended and criticized so when we are all done tweaking them for accuracy we can convert them to an aritcle for future reference.
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They look in great shape. Nice to see. When we saw a bunch of grizzlies in Kings Inlet, BC they looked half starved even in July.