Davy
Forum Replies Created
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I keep telling myself that one of these days I have to learn to read. Obviously I keep putting it off.
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Jon, no issue with that appraoch, but another question was being asked/answered. We were wacking away at the scenario where:
1. In a campground with power.
2 Leave one AC and other nominal loads on.
3. Campground power fails.
WHAT HAPPENS? What do the inverters do and how do they know how to do that.
I love these coaches. Because we own one. we have lots of right answers and we all look good being right!
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Now, The Rest of The Story as Paul Harvy used to say, I drove the bus this AM and tried the cruise control–it didn’t work.
The problem was a failed switch —the DECEL switch—for the cruise control. It had failed closed allowing power to the brake lights. Replace the switch and all is well
Thanks for your help Mark and Jon. It would have taken a while before I worked my way to the cruise contol if Jon had not brought it up.
Thanks again.
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Because coach ownership involves so many disciplines and factors and we need to at least need to know how to get information on all of the various issues and devices we will encounter I have been bookmarking information any time I run across something that is going to help, if not now, but in the future.
That one in particular has been a wealth of information and I refer to it often. There are many others also.
It is very difficult for me to stay up with my coach without having access to information to supplement the owner’s manual and other books so I make extensive use of resouces such as Prevost’s web site which not only has coach specific diagrams and manuals but provides links to the manuals for all of the major components and systems. Then I go for the generic information such as the excellent link Ken provided for relays. I don’t yet have a developed log book for my coach, but as I get into different tasks and log them I will also add that to my reference library.
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This is starting to sound like a bad set up i went down to the local motor coach place Tradewinds in DeLand, Fl they have seen them before on a prevost and one prevost in thier facility had the three reciever hitch on it . Allthough they were unable to g ive me an solid answer . Has any one here had or know of an over built hitch being used on an xl . In thier website the claime it is good to go and also tow a 6000 lb car .. They sold me the reciever and pads to fit my bus . If any has any resualts good or bad let me know i have not installed it yet .Ill try to call Prevost car Monday am Thanks for makeing me aware of a possible disaster….
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Daaaang, I’m jealous!
If we can get the time I know that Maine is on the want-list for us. Several years ago we were heading that way, but turned out we could only leave for two weeks instead of three. That’s not much more than enough time to get there, turn around, and return from Florida.
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“It always costs $100 * 3 and you will always be $450 short on your budget for repairs.”
For those who are not in the know … what does this mean?
“100X3 is that what you are saying?”
BCO
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I have owned 4 XLII’s and have never noticed any loose panels—until a month ago. I happened to be at the front corner of my front slide and thought I saw a crack between the stainless and the sealer at the bottom in the curve. Put my fingernail in and sure enough, it was loose. Checked the rear slide and saw the same thing. Went around the coach tapping and pushing on panels at joints. Found one panel very loose about 10 inches long and I could push it in a quarter of an inch. I went in and called Bill Jensen and told him what I had found. He told me that since my coach is less than 5 years old, it would probably be covered, but Canada had to make the call. He asked which service center was best for me and I told him Jacksonville. He had me call John, Service Mgr. in Jacksonville. John told me they were doing two at a time, so we set an appointment for July 16. I called a week ahead to confirm that my appointment was still good and Cindy, Branch Manager told me she needed to call Canada as they had not approved it yet. Within 20 minutes, she called back and told me it had been approved and that I may have to pay only part of the paint cost. When I took it in, they had everything ready and showed me a coach they had just finished other than paint. They are putting plenty of rivets along top and bottom and at each end of each panel The belt mouldings top & bottom cover the rivets there and they cover all end rivert with polished stainless to match what is already there. It really looked good and with the number of rivets going into each panel, I think this will cure their problems. The repair takes 6 plus weeks.
I will add that while there I saw a wrecked XLII where it had really hit something hard right under the driver. The bumper and front supports were bent all the way to the front wheel well. The main frame rail had everything peeled back, but the connectors were still attached. The access door was gone and a piece of plywood there. After this hard crash, the coach looked driveable and I would bet it was driven to there! Seeing that makes you appreciate how Prevost busses are built.
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Find the coach you really want., I mean as much as possible….exterior color, interior layout and colors-finishes,slide(s) or not etc. Do not be afraid of higher mileage especially if they have repair and maintainance logs. In fact, a 98 with 50,000 mi is too low, it peobably means the coach sat too much.
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Your link did not work either.
Here is what I got:
The page cannot be found
The page you are looking for might have been removed, had its name changed, or is temporarily unavailable.
Please try the following: …. Walk slowly towards the light … walk slowly towards the light. I hope Bill Gates buys a used transit bus with oceans of rust!
Send me your number: ldsrr91@gmail.com perhaps we might be able to fix it or figure it out.
BCO
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Unless the coach is covered with salt and grit it is not really necessary to waste gallons and gallons of water hosing it down, soaping it up, rinsing it, etc.
I fill a 5 gallon pail with water and use a bath towel soaked and wrung out a little. I wet and wipe a section and then follow up immediately with drying it with more soft dry bath towels. I might end up using about 6 dry towels so I am not rubbing it with a gritty towel while drying.
Depite prohibitions against washing I have never had any campground complain about my washing methods. After I am done I clean the wheels and tires.
Let the flaming begin because this will make the folks who think I am grinding dirt into my finish or scratching my finish go a little crazy. (BTW those are likely the same folks who will hire a crew to walk all over the roof and power wash the coach. That makes me crazy)
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Karl,
I am not familiar with what inverters you have so I cannot be specific, but all of our inverters provide us with the ability to limit the rate of charge or the amount of current we draw. I typically set my inverters for a very low current draw because while we sleep, whatever deficit we had created by the use of power during the day (DC power) was made up by charging the house batteries at night.
When I want to run a lot of AC current devices, usually three of my AC units I go through the panel and just turn off everything I can live without such as HW heater, air compressor (both of which come on beyond my control), TVs or entertainment center, etc. Campground power quality sucks, and during the summer when everyone is running their air conditioners poorly maintained power outlets, undersized wires, and low voltage all make available power unreliable, and when they have problems we get blamed. It is just so much easier and less stressful for me to severely limit my current draw.
As an alternative to lowering the current draw for your inverters, you might consider setting them to the highest setting for charging, and leave them turned off when you need 3 or 4 air conditioners. Then when you want air conditioning and want to cook or grille out run your generator for and hour or two. At that point you can be an energy hog and run anything you want because the generator has enough power to handle any loads. The biggest DC current draws will be the interior lights and your tivoli lighting so use of those if kept to a minimum will help.
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You answers one question SCS, so what does RVAC mean? Pardon my ignorance on this. Greg
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Now that is pretty cool.
I have had the same problem, finally figured out a way to do it where it works for me. I will pass it on. I cross the straps, I do not just run them straight to the tie down point. Criss crossing them seems to hold it down to a min. on most roads and it has so far worked for us. One other thing I do is frequently check the tension of the straps, but I am sure you do that too.
HHR toad at 3205 lbs.
Out of curiosity and if you don’t mind, what is the cost of the units? Uh duh? You posted a link I am sorry, I will check ’em out.
BCO
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The Vantare’ system leaves the SCS RVAC pretty much unchanged. What most people do not understand is that the SCS RVAC is designed to accomodate low shore power conditions. It has capacity to be wired and operated with one leg CIRCUIT 1, {Compressor #1 or however else you might refer to it,} powered by shore power. The secondary, {CIRCUIT 2, Compressor #2 or whatever,} can be wired to be powered by our generators or some other suitable power supply.
[SIDE BAR—These SCS RVAC systems also have an inverter mode on them for over-the-road operation. I have not figured that out and I can find nothing that talks to enabling it. No, it is not enabled, at least not on the Vantre’ install. But, I believe that this is why Vantare sourced AC power through the inverters, viola inverter power and over the road operation with no fuss and no muss. However, there are “OPTIONAL” connection terminals and jumpers related to this INVERTER set up. ]
Apparently this was a design characteristic of the system so it could be used below deck on off shore boats where when at mooring, the connection to shore might not be within reach or was just really poor.
The compressors are started with time delays between #1 and #2 as the surge from a simultaneous start would pop breakers for questionable shore power.
The secondary is designed to operate as a supplement to the Primary. If the Primary cannot keep the temp at or a nn = degrees above set point for time = nn minutes, then the secondary kicks in.
I was recently reading another thread and they described a replacement of the RVAC control board with several 2-stage system thermostats. Cheap and easy sidestep for the absence of Specific Climate Systems.
Also, a common failure of early versions of these is the control board relays. They just weren’t sufficient to handle the currents being delivered.
That’s my story and I’m sticking to it.
P.S. If you have your Vantare’ wiring diagram books, or the SCS RVAC install manual, the circuit diagrams are there.