Clifford
Forum Replies Created
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That 2013 thing came to me a couple hours after my post.
I AM still available that week of the convention though. Let’s do something then!
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Bob, I’m almost certain the compressor is original (14 years old) with two storage periods of more than a year each with no engine running. There’s no rebuild tag. The last time I checked recovery time (90-120 PSI) I believe it was around 30 to 45 seconds, but I can’t locate my log right now. The coach airs up within a few minutes from a zero/zero indication, so I don’t think air output is degraded. Since I found less than a teaspoon of oil in the base of the dryer and just a little tan water in the wet tank, I feel I overreacted to a tablespoon or so of thick black oil coming out in spurts from the air bleed valve in the engine bay when I opened it. Even more disconcerting is the fact that it spurts oil, then the air stops flowing completely! I thought the line was plugging up, but now believe the one-way valve in the line has small pieces of plastic in it from the air dryer and needs cleaning or replacement. The front bleed valve (in the bay under the driver’s seat) sprays a continuous fine mist of water with no oil. From what you tell me about the wet tank, I could probably wait until I routinely drained a quart of thick brown oil and water before replacing the compressor, but I’d rather err on the side of caution. I’ll watch for new ones on sale at Prevost Parts or elsewhere and replace it if it gets any worse. You’re right, keeping heavy spare parts is a luxury I had to give up to live mobile. No rock collections either. 🙂
Jon, this is the coldest I’ve been since I left Ohio as a teenager. Brrr! But it wasn’t planned that way. We were on our way to southern Arizona for the winter when test results caught up with us showing she had to be home in central Illinois in February for a medical procedure. We were able to divert to central Florida for a month before heading north. Now it will be March before my tires are no longer frozen to the tundra. Eleven degrees tonight…yikes! Send any extra heat this way.
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Ace,
This may be bad information but my brain seems to recall I used half nuts on something on my previous coach and it might have been the air bags.
Having an H3 your air bags may be different than what most of us now use, but Prevost went through a rather painfull consolidation of air bag part numbers several years back to minimize the number of variations they carried in stock. That consolidation had quite an impact resulting in some coaches not getting the correct air bags so the leveling system was compromised, and others needing to have the hole for the air fitting enlarged so replacement bags would fit. I am sure by now if there were issues they have all been sorted out.
Your photo on the new bag shows the black paint going up the stud about the same distance as the thickness of the base plate on the axle. I think the plates are 3/16 or 1/4″ thick so unless something is trapped beneath the bottom can you should be able to get both a washer and sufficient threads on a nut onto the stud.
I cannot help you because I changed air bags when the 630126 air bags were available. Maybe Tom can post a picture of his current bags to show how much nut engagement he has.
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Martin 15K with 4,106 hours in a 1991 H3-40. Previous owners wintered in the Keys with no hookups so the gen ran every day to charge the battery bank. I will run it very little at least for the next couple of years.
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If they have the audio-video switch turned off at the electrical box, Crestron is off.
AL
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Thanks for all the replies. I was looking at my parts manual last night, (my service manual has not arrived yet) I noticed the check valve is on the return line to the tank. That did not make sense to me. On my Eagle it was on the feed to the filter. Is that right? Or is the parts manual wrong?
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One of the things I love about owning a Prevost is that I will always be a student! Thanks for the info Jon.
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