Davy
Forum Replies Created
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Dale,
Great looking compressor. It looks like the one I just ordered. My original compressor failed and I decided to go with a quieter one rather than to fix the original one.
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I know u love ur new coach, just couldn’t miss the opportunity to throw out a jab. But on the serious side, I have been looking for a newer coach myself, so what do u think about the slides? I am by myself and a lot of the pictures I see of slide coaches when the slides are in you seem to be kind of cramped for traveling. The bedroom slides seem to put the foot of the bed against the opposit wall so no going around. Do some have more room with the slides in than others? The reason I ask this is I am happy with the room in a non slide coach but most every thing on the market pas say an 02 all have slides. I know resale is a consideration, but if I bought a newer one I would most likely drive it all the way to the PEARLY GATES, so who cares!!!!!!!!
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My recommendations: No. one. run your generator and charge your batteries before they are ruined, if not already so!
No. two. Drive to any camp ground with 50amp and plug in and see if everything works properly.
No. three. Install a 50A. outlet where you store your coach and keep it pluged in at all time in storage.
15A doesn’t cut the ice or frost the cake, it will cook you goose. smiley
JIM
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I hope this is helpful and is meant to be a simple explanation of what you are trying to accomplish.
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1————–3—————2
1. The shore power connection from shore power to the coach. By any chance is there a round electrical connection on the exterior drivers side of the bus? Is so, that is where you need to connect the shore power cord.
2. The input from the generator to the coach.
3. Is either an automatic or manual transfer switch, that sends 1 source of power to #4.
4. The power panel inside the coach.
If number 3 is an automatic transfer switch, it may be set up to default to generator power if the generator is running. In that case, even if connected to shore power, the generator will still be the only source of power.
If number 3 is a manual switch, then to use shore power, you need to manually set it to use shore power.
There also may be large circuit breakers that need to be reset somewhere between # 1 and # 3 that is preventing power from getting to # 4.
Have you checked the 15 amp circuit from your home to make sure the breaker did not trip?
You may have to turn off all the circuit breakers in the coach, except for the main breaker at the top of the panel and then to test, leave just 1 15 amp breaker on for a simple circuit like lights.
There are a lot of things in the coach that could be drawing more then 15 amps. At that assumes you have the full 15 amps available from the shore connection.
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Mark,
You hit the nail on the head! Having what appeared to be the same mirrors and controls on my last coach, I assumed these to be the same. On my last coach the small convex mirrors were manually adjusted. Although I never adjust the small convex mirrors now that they are set it’s now good to know I can do so from the comfort of the driver’s seat.
Thanks,
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In another life I used to develop medical products for production. These were large products ranging from sterilizers to multi-purpose units with refrigeration (biological refrigerators) and other systems. Before we could release it for production we had a service review. We used different methods to assemble a product than those that would be used to disassemble it for service because we had lift tables and access to all sides, a luxury not available when the unit is installed.
The service people who had to bless the product prior to production release literally took it apart and reassembled it using techniques they had to use in the field. We generally got a long list of complaints, not all of which we could address. The point is that we needed to produce a servicable product. Since Prevost sells to a large number of fleets who have their own service techs and who have to keep the coaches rolling you can bet serviceability is very high on the list of features.
There are some products that the manufacturer wants to limit or prevent others from servicing. I just never felt our coaches were made that way.
As to improvements there have been many, almost all of which are minor, but they address things I have found. My inverters now have a by-pass feature. I can access a fuel priming port. grease fittings now point to where access is easiest, my steer and tag hubs are permanently sealed for life, wheel studs are such that the inner drive wheel threaded stud has been eliminated. The rear has a fold up fender that exposes all air bags and shocks, plus the ride height valves. (That’s a huge benfit). There are many others but you get a sense the engineers are listening.
The flip side however is stuff is getting more complex. The engine is a mess with the EGR system. I would hate to have to replace the gazillion sensors that are all over the engine because someone with 5 foot arms will be needed to access some of them. The slides are a pneumatic system nightmare, but the flip side is the generation slides I have can be run in or out by over riding the system in minutes if needed.
I know from training last year that the multiplex electrical system (that I wish I had) is a huge improvement in simplicity and diagnosis. If you can read the information center messages and take a little time with an electric diagram you can isolate a problem and be on your way. A temporary fix might be as simple as switching a bad module with one not used extensively.
I’m still learning the current coach, but the more I work on it the more I appreciate how much effort and thought has been put into creating both the chassis and the house and how a lot of the changes translate into improvements in access and servicing it.
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Great pictures JIm. For those who have recently questioned the OTR system, Jim’s photo is from the OTR condenser bay and the box is on the upper right rear. The bottom of the box has the circuit breakers for the condenser and evaporator motors. The solenoids (relays) are for the same motors and those can fail open or closed. If they have failed you can usually get them overnight from Prevost, but if you cannot wait a local NAPA store probably has them. Just make sure you get 24 volt coils.
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#364 instead of 363 I’ll call tomorrow. I ck online prevo and showed no stock anywhere. Bob
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Suggested letting a close buy board member having a look at it. was shot down by another Take it to Liberty! My were not the only post deleted. I need to leave for awhile. I don’t want to disturb the harmony. Bob
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Bob,
Every bus forum, including the others you participate in has a wide and diverse membership, PC included. Each has members who possess substantial talent, mechanical acuity, and the ability to do their own work, including diagnosing and repairing defects. At the other end of the spectrum are members who enjoy the lifestyle, but who have no desire or ability to deal with the mechanical aspects of the coaches. Fortunately everyone brings something to the table and we all benefit from our differences in skills and knowledge.
When newcomers join our forum I get a sense that many of them are overwhelmed by the coach. What may be easy for you or I or others to understand is inititally alien to those folks who are reaching out to all of us for advice. Until we get to know the newer owners and their willingness to learn or work on their coach all we can do is use broad brush strokes in answering questions, ranging from offering some explainations that may guide the owner in doing his own repairs, to suggesting where the coach can be taken for repairs. As we know which newcomer is mechanically inclined and which newcomer chooses to have others do the work our answers are going to cover the gamut.
To add to the complexity of this when I answer questions I am constantly reminding myself that a vast majority of our members will never post, but they are on the forum, reading and being guided by what we post. So it is important except when answering very specific questions that we try to recognize our answers often need to encompass all the options.
Trust me, if we owners can help another by offering advice that will save money we should do that. But we also have to recognize that what you perceive as steering an owner to the most expensive solution to a problem may in fact be an economical solution in the end. The quickest way for an owner with a level low system problem to get his bank account vacuumed out may be to take it to a charter bus company that has Prevost mechanics, but no knowledge of level low which is specific to conversion shells. The owner is providing on the job training. But taking it direct to Prevost will get the service performed by experts who understand the system and who can zero right in on the issue. Or a mechanically inclined owner can research the system here and do their own work.
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Mine went out this past summer, the replacement cost for the power chord was $4400.
Just to purchase a new recepticle (female end) and not the power chord complete, was close to $1300.
BCO
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Jon, understood that there are small phantom loads on the house batteries even when 12/24 volt breakers and inverters are disconnected. But a good bank should definitely last longer than 2 days on those phantom loads.
Lets say the phantom loads add up to 1Amp at 12V, using 50% of capacity would support the phantom load for 600 hours or about 25 days. I’m still looking for storage with shore power, but for the time being I have to make this work. If the new bank runs down quickly as well, I’ll have to hunt down the not so phantom load.
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The Fairlane is a 4 speed. I am thinking of buying a 64 Plymouth Belvedere with a stock 727 trans, do you think it can be towed four wheels down?
Also, can we see a photo of your 55?
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Thanks Bro. I think you sent me that but seriously I am lost. Schematics are one of my many weak points….
DKO
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All my coaches like Mark’s were a start procedure that just required pushing the start button for a few seconds and from that point on the system handled the rest of the procedure. No second start or holding a button required beyond the few seconds requirted to wake up the system.