[Corey]

Salon all but finished



Bedroom finished

was able to post pics using windows but not chrome

[Corey]

Excellent, Bryan. I will forward this to my wife to review as she is typically in charge of planning. The one in Malibu particularly, as I was looking at that. Hopefully we get some more input too. This is a huge trip for us, since we never get to have the time to go that far.

[Corey]

The
good news is if you have had your bus inspected at Prevost and don’t
have delam, that paperwork will bolster your sale and give the new
owner a little piece of mind and likely get you a little more jingle
out of the deal.

I’ve
had conversations with people that have asked about the delam because
I had it done and have told them if you have delam, no leaks, you’re
going to keep the bus for years and not just flip it, ignore the
problem and enjoy the bus.

There’s
nothing better looking than the shiny stainless, so if you’re an XLII
buyer, go for it. Just educate yourself, do your homework and step
in, the waters fine.

[Corey]

Anyone that has watched the repair process is going to come to a single conclusion. If the panels have a bonding issue the Prevost rivet repair is the ultimate fix.

There are really several options we owners have, and each option has a value that can be an influencing factor if the coach is resold. First lets all recognize the bonding issue does not affect all coaches. A lot of coaches have no issues, and an inspection at any Prevost service center will not only determine if there is an issue, it will also determine if the repair is a minor rebonding at the edges, or if the most extensive repair process is required.

The first option for an owner is to do nothing. Literally. Ignore the problem. If the coach is to be traded or sold hope the buyer is willing to accept the problem, or does not know of the problem, or is unwilling to have it checked. You all know that a coach like that will be the most adversely affected in terms of resale value.

The second option is for the owner to attempt to do his own repairs. Depending on the extent of the problem, the skill of the repairer, and the quality of the work that may be an acceptable option. The drawback is an owner that tackles the problem himself is going to have a lot of grunt work. Watching the effort Prevost goes through to lift panels from the frame structure, to clean the old adhesive, to prep the surfaces for rebonding and fixturing the panels (if necessary) in position it is hard to imagine this option to extend beyond simple edge rebonding. In terms of how the coach value is affected, it would appear to be a better option than doing nothing, but without paperwork from Prevost it is likely to add any value, but instead may make the loss of value less painful.

The third option is a rebonding by Prevost. They know very well what is required. If they determine the rebonding is a good option then it is likely the delam issue is not extensive and that they feel they can do an adequate repair. I doubt if this option will be cheap, but unless a panel is damaged during the process, it will be far less expensive than the rivet repair. Assuming the bonding process they now use is permanent and the owner retains the paperwork to prove it was done to the Prevost standards this repair is unlikely to take anything away from the coach value. With an inspection by Prevost to prove the skin delam is not an issue a buyer should have no concerns especially if the repair has eliminated future problems.

The forth option is the rivet repair. This process is extensive and expensive. Prevost may offer some good will, but it is unlikely they will cover the cost of paint work which will be required. The repair is visible and if the owner shows the paperwork from Prevost to the buyer there should remain no doubt the coach has a permanent fix and that fix should actually add some value to the coach.

We are all not affected. Most of those affected have been made whole by Prevost if the coach was brought in in a timely fashion. It is unfortunate this problem exists, but it does and the buyers that have educated themselves are aware of the issue so they are going to value a coach they want to buy based on the condition of the skins, and if repairs are or were necessary a buyer’s offer is going to be influenced by this isssue.

To believe otherwise is not recognizing the scope of the repair process or the power of the internet.

[Corey]

for the control box I would look under a couch or bed or behind a cabinet in the living area of the coach.

[Corey]

Jim,

Suggest you add a signature to your Profile so folks can be accurate knowing your year and conversion.

[Corey]

Jim,

I was surprised to see you list a 20,000 pound front axle. Are you sure? You don’t list a model year or coach type so we have no way to know the limits for the axles on your coach.

BTom,

Prevost has a weight limit on receivers for towing that generally speaking are either 1,000 pound tongue weight, 10,000 pound limit, or 1500 pound tongue weight, 20,000 pound tow limit. If you have the lower limit you can do the upgrade to the 20,000 pound engine cradle.

The weight limit on rear hitches is specified as being a certain distance from the receivers, 6″ or 8″ which means that if a carrier for your scooter has its load centered 6″ or 8″ from the receiver or bumper and the scooter weighs less than the specified limit you are OK to bring your scooter.

But typically the center of the load on motorcycle carriers is some distance further out so the further the load center extends from the bumper, the lower the allowable weight. Towing your Ford with the typical tow bar adds no weight to speak of so if you can keep the weight within the limits of your hitch you can bring the scooter. An alternative is some folks have used a motorized carrier that can load a motorcycle into the back of the pickup which eliminates all issues with exceeding the weight limits.

[Corey]

Thanks Jon for the info on front axel my take in coach shows 20 k front axel limit it had a weight of 17165 with full water and 3/4 fuel when at jeffs on hoist thanks Jim

[Corey]

Mr. Mark,

Congratulations! That is a beautiful Liberty Coach. Hope you have manyhappy miles.

Reese

[Corey]

I had a doughnut and John took us to Breakfast one morning. I will admit that one day at lunch, 5 min. after finishing up some sloppy joes we had on the bus, they hauled a bunch of barbecue w/trimmings and we were full.

[Corey]

Another thing that happens is the spring inside can break. Then you have little or no holding force for your parking brake on that wheel. We saw that alot on trucks, and there was no magic mileage or age that we ever could determine when the failure occured.

[Corey]

Bill,

Thanks for the information about the difference in slide manufactures.

Reese

[Corey]

Me too, ignore it.

[Corey]

We also have an ABS light on which has been traced to drivers side drive axle. Learned the sensor has 95 hits to turn on ABS dash light, ramdomly going on and off.

The sensor is inside the rear end running in oil bath. That itself now turns this repair into big dollars

This means the axles must be pulled then the differential removed from the bus. Sensors are priced at appox $600 each and suggested both be replaced. This appears to be a very poor design with large labor cost to even access the sensors.

Doing some research there is a kit available to mount sensors external but carry’s a high price tag plus additional labor cost.

Has any PC member been through this repair ?

2000 HS-45… 4:56 ratio…. Rockwell third member

[Corey]

Larry/Diane,

I see the LED upgrade pictured on you’re formerly owned bus. That appears to be the IBP (International Bus Parts) LED conversion.

Ordered IBP entire set up which I was told was in stock. After waiting 2 weeks I called. There was a problem with one of the lights and wanted to ship complete. I guess their phone only works one way. Asking to ship ASAP IBP shipped it overnight billing me $150 for the delivery.

IBP buying the lights from some vender then glue (silicone) a plate to the back. In order to get the attachment screws they are spot welded to that plate.

After installing 4 LED’s on the 5 th while bolting-up the supposedly welded shaft broke off the plate. It had only been tacked in place but never finished. For what ever reason and probably just hurried work order or lazy these studs should have been mounted behind the plate.

Had proper welding and attention to detail been done I would not be returning the entire order. I’am.going back to the Prevost LEDS which have a problem due to a mount outside edge 1/16 to large.

I’ll post pictures of entire simple LED replacement turning into a major project.

On the right picture showing rear assembly. Stud attached to backing plate with electric weld. Appears to by complete weld. Plate glued to back of lens, believe silicone adhesive.

My choice for attachment of plate to lens would be 3M 5200. Stud welding is key to successful life span of assembly.

Stainless plate around red assembly is laser cut a formed with attractive raised lip.