Davy
Forum Replies Created
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To be honest Tom and I are trying to sort through the information we have from Profit Tool to put together the correct description of the terms and conditions. We’ll get it right. Sooner or later.
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Regarding oil filler cover, I was looking for a different part number but your version seems to work too. Thanks for the link. I ordered one.
By the way, the new automatic tensioner has a plug that allows you to upgrade to the latest alternator vent line. The upgrade kit is 23528624, about $100. It increases the size of the vent line and relocates it to the front of the tensioner. The original vent line has a tendency to plug causing oil to pool in the alternator.
Gerald
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Your description seems to point at a lazy breaker so that is the logical place to start. However if that trips you have to be a detective and find out what’s going on.
Am I correct in assuming if your batteries are charged you can have most if not all electric devices functioning? I ask because if that is true run your coach on high idle all weekend.
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Those who are not yet participating the above comments are absolutely on target.
When we started the program our focus was on two benefits. Obviously we wanted a discount that just about every other vehicle at the truck islands was enjoying. We wish we could get one at all of the over 5000 locations that honor the cards, but after using it since its inception I can say for certain that limiting my refueling to Love’s locations is not an inconvenience, and with planning has worked out extremely well except where there is an absence of Love’s locations, specifically in New England.
But as Geo points out saving a few bucks at the pump is nice, but never having to wait in line twice at the fuel desk is priceless. I never have to leave the side of my coach. I swipe the card to start the pump, I refuel and I drive away. It is hard to imagine how convenient that is until you get used to doing that. But now I never want to go into the truck stop unless there is something I want inside, which is just about never.
Pick your option and sign up. You will never again want to give up the convenience.
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Thanks Jeff and Bob. I did check my voltage on both ends of the breaker when I started the genny this morning. It was 120 on each leg to ground and 240 across both legs. I did not think to check the voltage after the breaker tripped and the genny was still running.
Bob, my Dad thinks something is spiking the amps enough to trip the breaker too. I have a hard time believing the load spiked too heavy for the genny but I am willing to consider anything. We ran 205 hours that week with 100+ heat index every day and most of the time had three AC’s running since we were sitting on a blacktop parking lot in the sun with no shade.
Plus, this week we have been plugged into 50 amp shore power with 60′ of cord and 95+ temps, full sun and on a black top parking lot again. We went all week without tripping the 50 amp breaker in the church and then tripped the 70 amp genny breaker in 4 hours 20 minutes. I have a hard time wrapping my head around that.
I should get the new breaker Friday morning. I am cheering for it to hold. My Dad is cautiously optimistic but pessimistic by experience. Again, he is not familiar with the conversion wiring but he thinks something may be hokey between the genny and inverters or with the generator since all is behaving well on shore power.
IF the new breaker does not hold, then my next idea is to wire my 50 amp pig tail into the top of the breaker and plug the bus into that. That will bypass the wiring between the genny and the inverters. If it holds like that, then the wiring in between is suspect. If it trips like that, then something from the genny is suspect.
Davy
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I still like to use Microsoft Streets & trips for planning. I’ll also use Google Maps, but I always verify their routes with my old fashion Rand McNally Trucker’s Atlas. If the route isn’t approved for commercial trucks I don’t use it until I come up with verification that it’s passible for our coach. I’ve followed Good ol’ Google down one too many rabbit trails to ever trust it again.
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Let me first say that I am not very proud of the expeerience i will share. But I trust that all who read may learn from a horrible and nearly catosrophic experience. A couple of weeks ago we were enroute to our campground outside of Yosemite. Reservations were made by phone the day before our arrival. As usual I planned our route that night using both a conventional up to date Rand McNally map and our GPS. Our final approach was to take Cal 120 to the campground. After turning on to Cal120/Old Priest Road, signage “No Vehicles over 7,200 pounds” appeared. With several vehicles behind me, and no place to turn around, I had no apparent choice, than to continue. After a few miles of steep uphill grades and numerous switch backs, I reached a pull out allowing me to have the increasing line of vehicles time to go by us. I took that opportunity to unhook the toad as the grade was very grave and the turns were even tighter. As those passing us by were blowing their horns, flipping us off, and yelling explectives I was happy not to be able to hear, a youngman man stopped to assist me in the disconnect. He told me that in addition to the 7,200 lb. max; RVs, or vehicles of any type pulling a trailer were prohibited. About that time the CHP arrived and echoed the same info the young man gave me and the signage which appeared prior to our turn, unfortunately unnoticed by me. After providing me a citation, he stated that he had closed off the road from above so as to provide me more turning room. My wife drove the toad up and I concluded the drive in the coach.
All this obviously could have been avoided thorugh a number of ways. First and foremost I should NOT have missed the warning signs prominetly displayed prior to our last turn (whch we verified later). Retropectivelfy, NO MATTER THE IN ONVENIENCE to those behind me, I should have immediately disconnected and backed down the 300 feet I did not have a GPS specific to RVs/Large Trucks. I mentioned my error to the RV park employee when I checked in. She told me that it is clearly noted on our confirmation NOT to take Cal 120/Old Priest Rd despite what your GPS may indicate. In that we regiseterd by phone I suggested that it could have been mentioned at that time as we had not received the confirmation. Bottom line I made what could have been a fatal error either of one or both of us or worse the cause of another’s loss of life.
Incidently, to illustrate what I dealt with the Average Grade of this road is 12.9. For those interested you can Google Old Priest Road for some interesting reading and videos.
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I have Direct with my primary residence being my home and my 2nd residence being the Prevost. Whenever I call Direct they usually answer after a few rings and the customer service rep is in the U.S.A. They can see the two residences though I usually have to explain that the 2nd residence is a motor home. I change the zip code on the 2nd residence and I get local channels.
But if the RV resort has cable which most that we visit do, I can switch from DSS to Cable and also get the local channels.
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It’s not a separate account; however, I had to go thru their corporate office. They sent me an affidavit to sign that stated I didn’t have a permanent residence. The waiver comes from the FCC. Mine is good for the next five years.
I’m not sure if you can do it if you have a permanent residence, but a call to their corporate office, asking to speak with their representative handling RVs, should answer your question.
Also, I’ve noticed that I can usually pick up local channels or PBS thru my regular antenna which is HD, but I usually just use the in-motion satellite.
As far as starting/stopping my service, I don’t worry about since we’re on the road so much & the cost savings isn’t huge.
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Suggest
Acoustiblok
for the sound deadening glued in place, covered with Thermablok aerogel for fire
rating, again glued in place. Each sheet is ¼ inch thick. Available Tampa, FL. Can be rolled up to ship. Cut with knifeFred
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Dick, I have used quite a bit of this board in different thicknesses, and yes easy to cut and round with router and even a coarse file woks great for me. I buy a 4X8 sheet and have them cut it in 4 pieces 2’X4′ and UPS it to me.It would be great for what you are wanting to do IMO.
Bill S.
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UPDATE on Sheila Otto Gramm: Sheila is at Hollywood Casino RV Park in Joliet, Ill. She is still a novice as they only had the bus for almost a year. She just learned how to move the bus to dump the black water tank and back the bus back into her spot.She will have questions and I hope everyone will be on the look-out here on Bus Nuts, and Bus Conversions International for her posts when she needs some advice.
THIS IS AN UPDATE I GOT FROM A FACEBOOK POST.
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concerned about an old guy like you remembering all the fine details of how the wiring should be done.
He he.
Oh well, I know, at a minimum, my annuel dues will double or worse, you will cancel my log-in credentials.
🙂
Ronald
… Hiding in the forests of New England.
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These are the controls our seat has:
The “seat up down” lever when I push it DOWN – the seat goes up a little bit. When I pull it UP, the seat makes a leaking air sound (I just figured this out) and feels like it’s trying to go up but basically doesn’t do much.
The seat does go UP and Down when you sit in it. And when you get out it goes up real high then it sits back down. I’m pretty sure somthing isn’t right. I will look for this valuve on the side tomorrow and report.
Walt
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No idea about a dump station, but an observation about service life of parts and Prevost’s position relative to maintenance or service.
In my previous coach which was a similar vintage as Davy’s Prevost called for replacement of brake chambers annually or every 100,000 miles, whichever came first. The service manual was silent on other parts such as air bags and relay valves to pick two examples. When I questioned why they had that position I was told the normal practice was to replace those types of items when they failed.
Everybody has a different opinion of how their coach is to be maintained. That’s OK and I presume we decide how we need to maintain our coaches based on a lot of factors that influence our choice. But I was surprised at the posture Prevost had relative to air bags and relay valves (just to use those two as examples) because unlike a failed brake chamber, air bags and relay valve failures can disable a coach, where a failed brake chamber can be caged and air to it blocked so travel can resume, although with compromised braking. The other two failures can end up with a service call and a tow.
Davy is doing the right thing in my opinion because at the age of his remaining relay valves they are not far from being an issue and the relative cost of replacement is well worth the benefit received.