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check isolator for house side

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I have been debating building a 10-15 bay coach storage facility here in Nashville for about a year. Storage is hard to find here for a big bus. Most of the entertainer coaches park outside. There are several big lots north of town. A few self storage places will let you park on their lot (outside). You would think as many buses as their are in Nashville, that storage would be easy to find.

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Buy one cheap, running good, low mileage with records, and checked out by a reputable shop and fix inside (house) what you want. Save a ton like that.

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One of the best options for financing may be your local banker. We’ve used a bank and a credit union for many years. Neither knew what a Prevost was, so we educated them. They both then bid for our business. Our banker actually became quite excited about Prevosts and ultimately earned our business with better rates and service than the credit union.

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Greg, Deb,

Let me first say congratulations on your new Prevost coach! You must be happy way beyond words.

I wish you many years of happiness, health and safe driving. Enjoy the heck out of it!

Thank you also for your dealer recommendations and your thoughts on purchase timing. I’m going to give the dealers a call.

Thanks again.

Dave

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What voltage is factory voltage set on Marathons Invertres I have always used auto start my Lifeline battery’s lasted 9 years 5 were still good others weak after driving all day they would last 5 hr before gen would start

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I’ve been very happy with these. They replaced every puck light on my bus with no surgery required:

https://www.amazon.com/gp/product/B07B8B2XJ7/ref=ppx_yo_dt_b_asin_title_o04_s00?ie=UTF8&psc=1

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My coach has Lumitec LED lights.

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I was aware Lewis runs Prevost, I’ve never had the need to ask about parts or service.

not familiar with TJ.

let me know if you over this way.

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Just did Breckenridge to Nashville and drove I-70 alot of the way. The hills require you to slow down and use jake brake / trans retard and a lower gear, but for my first trip through the mountains in a coach, I think I did quite well.

General rule I have been told…….go down the hills only as fast as you go up the hills. Stick to that rule and all will be fine.

The scenery is breathtaking.

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Thanks for that Chad. The cop who gave the course may have missed the target on that info but judging by his physique he hasn’t missed too many donut shops in his career. LOL

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Mark, I think your trainer missed the target by a few feet:

Florida Reciprocity

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Brake air and air for the suspension are two unrelated systems and a loss of air on one of them has nothing to do with the other.

As to a sticking valve in the suspension, it is important to understand how the level low Norgren valves work. If you lower the coach using manual control of the leveling system, and then use the manual control to raise the bus, if the bus goes up it means there is no valve sticking. Period. A spool valve, which is what the Norgrens are, open and close off air flow by sliding a spool sideways in a bore in the valve body. To move the spool air pressure from the solenoid valves in the 5 valve manifold push the spool sideways and either spring pressure returns the spool or pneumatic pressure from the other end of the spool returns it. Increasing system pressure increases the force pushing the spool sideways, but if the coach goes up to driving height it is established the spool is moving and the valve is opening, and additional pressure will not change anything. If with the coach air system it will not rise above the driving height, but it will go beyond that with shop air then the air bags are being forced to extend well beyond their design limits.

Air bags are marked to indicate pressures should not exceed 100 PSI. Going to 125 to raise manually is likely OK because the air bags are not going to see any pressure greater than that. Going down the highway as the bus hits bumps the air bags compress and internal pressures go up which is probably why pressures are limited to 100. I know from my coach with the front axle weight at the maximum allowed weight it takes about 100 PSI to reach the driving height, but greater pressure up to the limits of the system will bring the coach another 3 or 4″ up.

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I assumed that because all other functions of Level Low worked and that it eventually maintains air once up and going down the road that the PR2 was a good culprit. Mine looks sorry anyway and they’re cheap, so it’s no harm done, particularly as I’ve got a mysterious loss of brake air in less than 24 hours that is a somewhat recent development. Also going to change the check valve below the manifold that feeds it, another cheap part, “as long as I’m in there”.

This bus hasn’t seen much air system maintenance and I’m still getting it caught up.

My crack tech down at the bus barn recalled a scenario where Liberty replaced everything – Norgrens, filters, the works – for a local Liberty owner some years ago and at a rather hefty cost. Same problem thereafter which she solved with the same solution (PR2); in that case, they inexplicably hooked the PR2 up backwards. As an old teacher of mine once said “that took talent”.

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Jeff..where are you seeing this bad fuel? Any specific area? I have not seen any for some time now, basically since they went to the ultra low sulfur fuel.

It sure sucks if you do get some though….