Dave
Forum Replies Created
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Liam,
Huge difference! The deionizing system takes all the dissolved solids out of the water which is where the spots come from as the water dries on the coach.
The following link has some great information on how it works. http://www.portablewaterdi.com/technology.php#effectiveness
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I would think there are too many valves-tanks 100’s fet of lines to go thru to do much good unless you have a leak close to point of injection. Some of these passages in nordren etc are very small. Most leaks would be measured in less than 5 lbs per hr and I think in a hr the smoke would settle out due to gravity. Try it and let us know! You might have the next great solution!!! Bob
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Web site design and maintenance doesn’t have to be expensive, so we may wonder why the plastic coach manufacturers sites are better than the converters. My speculation is that the so-so converter sites are intentional. They realize that they aren’t selling a customer specific coach and that requires direct customer interaction. Their sites only need you to understand they are in the business as a serious new coach builder is going to pay a visit to every converter before dropping a couple mil. This is no different in the custom yacht business; so-so web sites and custom build products.
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Also had the pleasure for the check engine light finding the code for EGR. I went with a rebuilt, has worked with-out any further problems.
Did they tell you that there are 2 EGR valves on our engines ? My wallet is short about $1100 and change for that repair.
With the check engine light on Sunday afternoon somewhere in Kentucky we were able to get a live person on Detroit Diesel help line in about 10 minutes.
With the code determined by our on board pro- driver read out , we continued on our way as phone tech suggested.
There are advantages in owning Prevost with help lines 24/7.
AL
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Jon,
I just spoke with their Rally coordinator this afternoon and they said they have 78 spots that will accomadate a 45′ bus and towd in the rental program.
Let me know if there is anything I can do to help.
Bill
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Picked up the bus yesterday at Elegance and all I can say is “Wow.” They did a great job, it was ready to go with no issues and I couldn’t be more pleased. While I was there, they had 3 new Prevosts starting the paint process. Willy Nelson’s bus was due in later that day.
For those of you that have this process coming in the future, Mark & Rick, rest easy, Elegance will take good care of your bus and make sure it’s powered up. The job took 9 days to complete. You have to look real hard to even see the patch panels.
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We have towed a Raider (Misubishi Montero with a Dodge nameplate), a Grand Cherokee, a Ram 1500 and now our H2 Hummer. I am getting a 1950 Ford ready for towing and won’t use a shield on it either.
Flap or no flap, if the road has small loose sand or gravel it is going to get lifted up. We all have seen and heard the crap hitting our windshields when a truck or bus going by us drops onto the shoulder. The grooves they now mill into the shoulder to make a rumble are collection spots for that loose collection of stones and sand and no matter how the flaps are configured that crap is airborne as soon as a vehicle’s tires go over the rumble strips.
But the stuff at the base of the windshield is still going to be there unless the shield arcs back over the windshield. Most if not all of that curves into the low pressure area from the sides although I am sure a lot of debris is pulled under the rear of the bus and then under the toad.
Even though my bus is 4 wheel drive Gil is right. I am not planning on doing any high speed driving on gravel roads. I did a hundred thousand miles or more on the roads in the rust belt in the winter when the roads were covered with road salt granules and tons of sand. In the summer especially in NY state road repairs consisted of spraying tar on the roads and then spreading loose gravel. What didn’t end up cracking my windshield either stuck to the road or ended up in the ditch. The toads never had damage although there were all kinds of stones laying on the hood or base of the windshield.
I know from experience under loose stone or gravel conditions it was passing cars either coming toward us, or those passing us that kick up stones and the trajectory of those tends to chip windshields or ding the toad on the side of the doors or mirrors.
Our most damaged and vulnerable area is the front of the coach and the windshield of the coach.
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I put my coach on the Alaska Ferry in Haines, AK and rode all the way to Bellingham, WA. The trip went well. It’s a shame you can’t sleep in your coach. We really wanted to take the ferry from just outside Anchorage. Unfortunately for us, this route is so busy you have to book a season in advance.
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I was thinking that when you push the brakes without the engine running it is really a hard push, but it works. With the engine running it is an easy push, so I was wondering if you have the same braking power with and without the engine running.
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Yes. They can be reset from a reader. I think if power is removed from CB 19, 20, and 21 (rear electric box, numbers may not be exactly correct) some memory is lost also.
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The big wire from my alternator broke at the connector last fall. I could not see it at all but it was evident something was wrong because the voltage was wacky. You would not think a wire bigger than my thumb could break like that but that engine vibration must be a powerful thing.
Three weeks later a friend called me with problems on their church bus full of people a long way from home. He told me what the voltage was and I told him to reach up and grab the big wire on the alternator and it would be broken at the connection. Sure enough, I was right. He thought I was brilliant. You all know better.
Glad you found it and got it going.
DKO
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Georges,
Did he give you any indication as to where the coolant may have gone? Also, where was the fuse or breaker located? Others may have the same problem one day.
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Our suspensions are evolving. As Hector created the power point program he had to focus on a specifc version.
What is important to understand is although the version in the power point program may vary from your specific coach or converter the underlying principles are the same.
Over the years Prevost has done an excellent job of steady improvements on our coaches. So have the converters. With each year come improvements and changes. If a Prevost tech, or any tech stumbles when providing service it is likely they have the same trouble keeping up with all the changes as we have. The suspension is definitely one portion of the coach that has had significant changes and while a Prevost tech might be up to speed on how Prevost has made incremental changes, it would be difficult to keep track of every converter and all the ways each converter has also evolved relative to the suspension.
I get that. It is easy to be thinking in terms of one iteration while trying to diagnose a different version’s issues.
But we as owners do have the right to expect $100 worth of expertise for each hour spent and I honestly believe as much as I (we) can be critical of Prevost I don’t have very many alternatives I would feel comfortable recommending to an owner that chooses to have work performed by others.
So to all owners, if you are having problems and issues with a specific area of the coach you are going to be better served and happier if you first clearly define the problem. Or each individual problem. Make notes. Be somewhat quantitative such as defining how long it takes to go from 120 PSI to 0 PSI, or how long it takes to lean 3″.
Ask questions of anyone you think has information that might relate to the problem. A lot of very accomplished people read these forums and the answers offered are of good quality. Remember diagnosing a problem via a forum is difficult at best, but the answers are still of value.
Make certain the tech actually understands what you have as a problem, and make sure he has satisfied you regarding how he will deal with it. Remember you may not know all there is to know, but the articles on this site can prove helpful in making you aware of what might be involved in dealing with your issue.
But more than anything else, if you choose to leave a coach you have lost control. Many of the folks who own their coaches but do not want to actually spin the wrenches have had great success by observing and making detailed notes on what was done and how long it took With that kind of attention it is likely the work is going to be done to a high quality level, there will be no question as to the time required, and there will be no doubt as to the scope of what was done.
And it has been said often, do not take Prevost repairs to a converter, nor converter repairs to other than the converter. There is no better expertise than that which resides with the folks that built it.
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Glen,
As you have described your menu of problems you have bounced from the leans to ride height valves, and that is confusing because they are unrelated and only happen to be part of the total suspension system.
If you intend to chase leaks you have to define a specific problem and then focus on that, isolating everything else outside the scope of that issue.
When ever anyone speaks about a coach not rising to the ride height which is controlled by one solenoid valve in the stack, all 5 port Norgren valves and three ride height valves I determine if the problem is localized or associated with the entire coach. With that information the problem is simple to resolve. That problem has nothing to do with leaks. I am not suggesting the system is leak free, but if a coach will not rise to the driving height the problem is in a solenoid valve, a 5 port Norgren or the ride height valve.
The same can be said of the leans. Tell me where it leans and all efforts can be made in one area. The leans is always about air leaks. Hector is absolutely correct in that with some soapy water or a “Texas Bubbler” no leak will escape detection.
I made my first coach “leak free” working on a barn floor with it supported by hardwood blocks so I know for sure anyone determined can resolve problems by themself. Or a person can take the coach to a service facility, but never to one in which the techs do not understand the system.
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I need to point out one very important item… If your drawing S/S, you are not permitted on a ladder!