[David]

Have not had that issue before on mine.

Have you shut-off your Marathon Aux compressor and let all the air out?

You can then manually open/close the door and see if it’s catching something inside. Something may have fallen or gotten jammed in the bottom to prevent the door from opening freely.

[David]

keep in mind the coils can get dirty, causing the cruise air units to loose efficiency and thus cooling capability. The picture above was my kitchen unit. (Port). Access is easy behind the panel once removed in bay#2 on the driver side.

This bay also houses the aft unit(to the right of this unit photo’d)

[David]

Check out Riverside RV Park (325-642-5033) if you want to stay in Downtown Brownwood. I have stayed with them several times and nice. Right on Pecan Bayou. Giles is the young man that runs it.

[David]

sitting at a regular pressure fuel pump, filling 150+ gallons of fuel is a major reason why I go to truck pumps. Pushing that much fuel in under 10 minutes is worth it :). Oh and cash price plus a possible discount isn’t bad.

[David]

So much for a lighter note. : /

[David]

Gdub,

Please clarify what “his shop”
means in this context. Are you saying that “Brandon’s shop” fixed
the items that Prevost identified in the inspection?

[David]

Bob, yes I should have gone against the wishes and been enjoying fruit fritters right now.

George had not thought about CC/Winne. I’ll give them a call after they wake up in Oregon.

Thanks for all your thoughts!

[David]

The jello in the fuel filter, you don’t have gas, is algae and you likely have a bunch of it in the fuel tank. Be sure to have extra filters, so you can keep up with it. You may have to have the fuel polished and tank treated to get rid of the algae.

Read these posts:

Fuel 1

Fuel 2

[David]

Ya know Jon, I have almost a million miles on a motorcycle, and raced for several years. In all my riding, I ALWAYS dressed for a crash. I do the same thing in my coach. However; while I always dress for a crash I don’t always have the means to have the very best protection money can buy. Because I didn’t get to dress as well as the elite, or didn’t have the money to have all the super gear the cool people had didn’t make me less a person and I still did everyhting I could to be safe.

I look at this in the same manner. I do everything possible to make this coach as safe as humanly possible. I ensure all maintenance is done, I ensure everything is in good order and working, I make sure momma and I wear our seat belts…..etc, but I don’t always have the means to dress like the cool kids, in this case you prevost owners. BUT that doesn’t make me less consious, less safe, or less responsible. (and no, I am not saying all Prevost owners are loaded…lol)

There are a few different reasons I would like to have a bus, safety is certainly one of them, but I can’t just damn the torpedos, full speed ahead. If I had more money it wouldn’t be such a search, If I didn’t full time in this coach it wouldn’t be such a search. You have always schooled me and anyone else looking for a bus on the safety issue and that it is hard to believe anyone would have anything less (paraphrasing). The truth is, we all just can’t run out and buy a Prevost. The key is not ALWAYS to worry about the crash, but rather focus more on remaining safe. I am going to continue to be as safe as I possibly can. If at some point in life I can increase that safety margin with a bus then so be it. But if not and I crash, my unsafe fiberglass coach is destroyed and my number is called, GOD will receive me saying he did everything he could to be safe, but I needed him. 🙂

[David]

Batteries are Pretty easy to check yourself. Just be careful unhook them one by one and put the dc voltmeter on. No sparks and be careful. If all, one by one, are around 12.7 volts each , they are good. Or what I’ve been told.

[David]

Hmmmm, what you are saying and showing makes sense. The low side fitting looks just like mine with the cap on it. I don’t remember taking the cap off the low side fitting when I was checking it out. I remember I took the cap off the high side fitting and I thought it had external threads. Will have to check when I get the coach back. Maybe it was a bad dream.

[David]

I think we are in the minority on this – no toad. We borrowed a friends Jeep two summers ago and towed it. It was easier than I expected. We do an enclosed trailer with motorcycle on occasion. Otherwise bicycles and Uber.

[David]

We currently tow either a Land Rover Discovery II or our 2011 GMC Denali Duramax quad cab four wheels down. Using our tow dolly eith a Mercedes SLK or Merc C-240 sport wagon both of which are manual 6 speeds

over the last 18 years we have outfitted to tow with a Blue Ox equipment with exception of two LR Discoverys and Ford E-350 Airstream camper van

1998 Jeep Grand Cherokee

2004 Jeep Rubicon

2000 Saturn SW2

2001-2003,-2004 yes three of them Land Rover Discovery Series II’s

1999 Land Rover Range Rover P-38

2001 Chevy 3/4 t 4X4

2004 Chevy 3/4 t Duramax

1996 Ford F-350 Econoline Van as Airstream B-190 camper van with driveline disconnect

1999 Lexus LX-470

2011 GMC 3/4 t Denali Duramax quad cab

I believe that’s the complete list, but I could have forgotten one or more

So yes Harry we tow a car everywhere we go with the bus. BTW, Beaver Bus 34, our previous bus, towed our 7,700 lbs GMC Denali duramax truck just fine, at 38 mph towards Eisenhour Tunnels on I-70 here in Colorado

[David]

We started our search looking for a truck conversion to pull the race trailer, live at the track, and then RV with. Looked for 40 to 45′. Looked at Renegade, Showhauler, S&S, and a handful of homespun conversions (one or two were done really nice). I actively belonged to a really good truck conversion forum for a number of years. I wanted a 42 to 45 foot Peterbilt 379 with a 600hp CAT and Allison trans really, really bad.

What is your background in RV’ing? What is your point of reference.

Intuitively, not being an engineer, if I ran head on into a 80,000# semi or dump truck or solid conctrete wall or down a 75′ embankment into a creek, I would probably want a truck conversion with the big engine in front of me … unless you showed me how the Class A truck frame folded up. Does the engine and trans break loose in a high impact head on? Does the cab always stay fastened to the frame?

BUT given any other kind of impact, I’ll take the welded steel frame of the Prevost all day long. In Dec 2012 a family from Minnesota was in an tragic accident with a large 42 to 45 foot truck conversion pulling a long bumper pull trailer. The article I found called it a box truck on a Freightliner chassis. I don’t know if it was a home brew deal or a conversion by one of the high or low volume converters. Five family members were killed. From the cab back, all that’s left is the deck, everything else was cleaned off. Google Jordan Minnesota family killed in Kansas truck accident.

There were some low volume truck converters who apparently each did a handful every year up to the financial crisis. Those trucks seemed to be in demand.

How are semi tractors built? The cab is bolted to the frame. How many bolts? How big are they? In a truck wreck does the cab separate from the chassis? All good questions to ask of the truck conversion salesman and then verify.

Beyond safety, we found even the new high dollar truck conversions to have very basic systems compared to any Prevost. If you understand the term “simple coach” … even the high dollar truck conversions seemed much more simple than a simple coach. And there is nothing wrong about a “simple (Prevost) coach”.

Many people appear to be happy their truck conversions and one might be a good fit for you. If you go down that route, make sure you clearly understand what you’re buying.

I did try try to find a Kingsley. It was my understanding they had a welded steel structure similar to a Prevost. But they were fairly pricey and sold quickly.

[David]

I use NAPA Heavy Duty antifreeze. It supports the Detroit spec. It comes precharged so I use a blank (no SCAs) coolant filter initially. I change to the filter with SCA in the following years and always test the coolant with strips at least once a year. NAPA says you can go longer than 2 years as long as you test the coolant (ph and nitrites remain good).

If you have OTR, clean the stainless steel filter in the evaporator/heater bay, that one gets overlooked. Also, open the vent lines in the OTR and driver’s heat exchangers to fully drain the coolant. Both are easy to get to. Leave the vents open while filling until a solid stream of coolant comes out.

Gerald