[Davy]

The dash in my coach had already been replaced when I purchased it and the Silverleaf is nice. I spent some interesting time recently looking for a power window opening problem and went over my ECC thinking it might be involved. While intimidating to look at , sorta sci- fi movie like, it seems user friendly combined with the CC schematics to at least locate a problem. I subscribe to a theory I think I first read from Jon that when you walk in YOUR coach you will know it’s the one. While I wish old CC was still thriving, new CC techs were very helpful in trying to resolve my problem long distance. Good luck with your hunt.

Charles would you mind posting any contact information available for the person with the Dallas shop (or anywhere else) who has CC expertise? I’m just north of Dallas and would like to have the resource if needed. Thanks.

[Davy]

On a Liberty, and perhaps some other conversions, the inverter powered circuits are on a separate section of the busbar in the electric circuit breaker panel. The circuit brealer switches are all lined up and every breaker looks like it would be fed from the common bus bars but that is not the case.

When on inverters only, the only circuits (circuit breakers) that carry power are those fed by inverter 120 volt output. All others are dead.

When the coach is connected to shore power or generator the transfer switch supplies power to the legs not served by the inverter only. On those busbar legs are the circuit breakers that provide power to the inverters. So at that point the inverters “recognize” the availability of shore power and switch to battery chargers as well as sending the incoming shore power back to the inverter powered bus bars to supply power to anything on those inverter powered circuits.

The amp meters are measuring the total load on the circuit breaker panel so they not only measure the power drawn from the device on the inverter bus bars, they are measuring the power going to the inverters from shore power so it is being measured twice.

I hope that made sense. Bottom line is the amp reading on inverter is correct.

[Davy]

These links will give you a LOT of information to help you decide what you need.

http://www.technomadia.com/internet/

http://www.rvnetwork.com/index.php?showforum=33

http://www.jackdanmayer.com/communication.htm

If you need a lot of GB’s per month it can get expensive. For 20GB or less it seems that most full timers recommend this:

http://millenicom.com/

This is a good on line source for equipment and support:

http://3gstore.com/

Hope this helps.

[Davy]

Coloradobus,

I have a Prevost bulletin dated September 1995 with two sets of reference numbers:

From Mira Loma I have T-976 and F-909

From Prevost car Texas I have 8176858460

Best regards,

dentalguy/whiskeybill

[Davy]

Jon,

Being a past HUMMER dealer, I know what your H2 weighs, around 6600 lbs., with no s$&@ in it.

No wonder your bus drives like a sports car without it! LOL

Still, one of the best driving/riding vehicles on the road. I attended several Hummer off road courses put on by AM General………..amazing what they are capable of doing.

Back to the post, nobody likes towing anything, but we really like the benefits of having them back the there. I have never damaged a toad either, even though I rust proofed one, by covering it in transmission fluid from a blown hydraulic line on a CC I used to have.

What I don’t agree with, is towing a car dolly……but that’s another story

[Davy]

Fly,

Well, when towing in California, the speed limit is 55. I bet your friend would not have been stopped if he was not speeding. Since they had him stopped, one thing can lead to another.

After my rental car experience in Sedona, I rarely rent cars anymore as I have my dingy with me. I might travel from TN to CA and not even unhook the Honda. But, it’s there if I need it and doesn’t take anytime to disconnect.

Everyone has their comfort level and you prefer not to tow. Why you even asked the question is a mystery as you have already made up your mind, which is fine.

Safe travels,

MM.

[Davy]

A couple of years back, this was on display in Oklahoma City. I was told it took something like 26K to convert it over, pretty expensive.

The chassis used was a Country Coach Magna. Tanks were in the storage bays. It was my understanding that all of their service trucks were being converted over at the same time (Old Joe Hodges Trucking).

Don Smith

[Davy]

We got our fuel cards on Friday… can’t wait to use them… the bad thing is the bus is sitting waiting on us to be able to go somewhere with a full tank… thought we were heading out on 3 different weekends to find we couldn’t leave… Larry was able to drive the bus to the shop today with his bum foot so that was good.

Once we are up and running again we will wear that card out I hope.

We will make it to Branson for sure…. can’t wait … I will be the driver for that trip !!

Thanks guys for all your hard work puting the fuel program together …. great job !!

Thanks Again,

Diane

[Davy]

All of the automotive GPS systems are probably OK but they all have their drawbacks; I have a closet full of them and am currently using a Tom-Tom that has maps and traffic that are updated for life. I had one unit a Garmin something that if one typed in “shortest route” would have one taking off ramps then the same road on ramp to save .1 mile. What I am saying is that you need to have a back up system and the I Pad Maps serves me well, just like the I-Phone only a bigger screen. Little blue dot shows where you are at all times. After a recent trip to the deep south, my newest concern would be bridge height, I came across several that were too low for me, I suppose the truck version may well resolve that. Bottom line is that these things are no panacea and you must maintain a reasonable amount of situational awareness or they may well take you down that primrose path.

[Davy]

Ditto to what Jon said. Turn off the valves near the engine going to and from the Aqua Hot. The only thing you lose is the heating of domestic water and the coolant used for the AquaHot heat exchangers from your engine. The electric and diesel heating should still work. You can find and fix the problem later.

[Davy]

Tom, I’m all in on plug and play.

[Davy]

Mr. Mark,

We all have our standards including Prevost for maintaining our coaches. The problem is that for some things there are no standards except what we determine them to be based on experience.

Since the discussion relates to air bags and Norgren valves I’ll add brake chambers because what is common to all is rubber, or rubber like components.

From experience I can tell you that air bags can last for decades, or they can fail within 10 years or less. There is no guidance from Prevost who suggests replacement only when they fail. I have had one fail due to leakage out the bottom of the metal bottom “can” at 10 years. I know of an owner than had one blow out like a tire. Age unknown. For me, 10 years and as far as I am concerned they are junk. I replace them at that age. But that is a personal choice. Norgren valves I treat the same way. They won’t fail catastophically but can start leaking and creating the leans. So I replace or rebuild them every 10 years. I do that because I just prefer to not start chasing leaks.

Brake chambers have rubber diaphragms. Nobody ever thinks about them, but we should. A brake test needs to be a part of our pre-trip inspection. The are so important Prevost has them listed as a maintenance item that should be replaced every year or 100,000 miles, which ever comes first. I use 5 years for my coach. So you can see on some things I replace items when even Prevost is silent on including them in a routine maintenance schedule, yet my personal choice is to ignore the brake chamber recommendation in lieu of my own.

My point is simple. Everyone can and should develop their standards for coach maintenance and acceptance. It has to be based on the owners preference usually determined by their tolerance for risk and willingness to trade dollars for peace of mind. Bottom line however is since our coach is a mechanical assembly of parts at some point everything is going to break or need replacement so as owners we just have to sort out what we feel comforatable with for schedule.

[Davy]

Good luck trying to chase down a non bio fuel stop in certain parts of the country. They are not required to identify the amount of bio used and whether is Loves, Petro, Flying J or Mom’s Fuel stop it most likely comes from the same hose pipe at the distribution point.

In 2008, ASTM adopted two separate specifications: (1) for biodiesel blends of B5 or less and (2) for biodiesel blends from B6 to B20.

Blends of B5 or less were incorporated into the diesel fuel standard, ASTM D975. Up to 5% biodiesel can be blended into No. 1 or No. 2 diesel fuel so long as:

• the biodiesel component meets the requirements of ASTM D6751 and
• the final blend meets the requirements of D975.

Labeling of the of the finished blend is not required so that it may not be possible for the purchaser to know whether or not the fuel contains biodiesel unless an analysis is carried out.

Requirements for blends from B6 to B20 are covered by the ASTM D7467 specification.

[Davy]

I had a Silverleaf in a Country Coach, but it was installed from the factory. I’m looking for something that will plug into the port under the dash and not have to be hard wired into the bus.

[Davy]

Nice to see you here Clarke.

DKO