DON
Forum Replies Created
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To answer some of the questions posed above.
- The brakes were inspected in April 2019 at ETLCETLC. I do not know if that included lubricating or not but I would assume that that is part of their routine annual maintenance.
- The bearings were not messed with and the hub fluid level was correct. I am not sure when the fluid was last changed.
If the cause was over greasing then I have to wonder about the other brakes. I do find it interesting that if the brakes were dragging they must have been barely dragging because there was no obvious abnormal smell that either my wife or I could detect.
I’ve contacted S&S Denver and they have not yet returned my call.
I also contacted the Prevost Regional Sales Manager and he was very quick to get back to me and recommended Arrow Stage Lines (Jason Harris) in the Denver area and he could not get me in this week and next week was iffy. Those in the Denver area may want to consider them but I have no experience with them.
We are heading to Santa Fe from here so I asked about a service center there and I was given All Aboard America in Santa Fe (Jason Summers) but they have not returned my call yet either.
While at the “Slick Spot” repair shop in Ft Morgan, CO I had them check all of the brakes and they said they were all fine. Slick Spot was very professional and courteous but I am not sure how familiar they are with these brakes. Most importantly, they were quick to point out what they did not feel comfortable doing. Unfortunately, this also means that they cannot always tell you what they don’t know if what they are looking at is similar but not exactly the same of what they are used to seeing. I’ll call them later to see if they did any greasing.
While at Slick Spot, I talked with Jeff Rowe on the phone we discussed caging as an option but I then had the mechanic just readjust the brakes on the affected wheel but with a longer throw to engagement. I don’t know how much further apart the pads are over the standard dimension.
At this point, I am looking for a place to change the pads out and I’ll keep the rotor as is. I assume that the new pads will bed in to match some of the small irregularities of the rotor and since it is the tag, it is doing the least amount of braking of the bus anyway. If I am missing something with this thinking please let me know. The main reason for doing just the pads is that the shops seem to stock the pads but not the rotor. I’ll also point out the procedure for removing the excess grease to make sure.
I do remember Jon cautioning about over greasing the brakes in the seminar and on other occasions but there is only so much my brain can retain and I figure that is why I go to the experts.
Would a faulty slack adjuster be another potential source for the issue?
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Thank you Tim and Tom!
As you and everyone else can probably tell, I am really trying to learn and study all I can. Another friend told me about cat but I have not heard of or seen the link to what you mention which sure sounds a lot easier. I really prefer PDF format. Thank you again. I will search for it
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Jim, the info I gave you was for my 40′ XL CC.
The 45 may take a tad more.
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red, yellow, blue= Monroes
black= Sachs
Later
bv
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Just remember, it’s a one of a kind and the original architect is no longer with us.
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Wazoo, you have us at a distinct disadvantage because there are very few owners of your type conversion so for us to have general knowledge of what you are discussing, much less specific knowledge is not likely.
Pictures would help, close up and general pictures, but again, even with photos you are our eyes, nose and ears so my first question remains about how inverters and hydraulics can even share the same discussion because I cannot see how the two have any relationship.
As to service, if it is related to a non-Prevost slide is is likely Prevost is not even going to get involved, and if it is related to converters Prevost is definitely not getting involved.
Conventional RV dealers and repair places are going to be in well over their head, although they are adept at vacuuming out wallets for on the job training I would urge you contact the converter or find out from the seller where to get service.
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LMAOooo @using to weld
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Same questions. The coach wasn’t running so that means the slide wasn’t being operated which means the smoke and hydraulics are unlikely to be related.
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“TSD is extending credit to us.”
Yup, because we have the card TSD is extending credit to us so call the card whatever you want, to us peons who are not versant in banking industry lingo it is a credit card.
And to use that credit card they take 10% of the savings, so like a credit card there is a cost for its use.
Walks like a duck, talks like a duck…………….
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Ideally if you can get to Prevost in NJ that would be the best solution, but any bus charter company that works on other coaches would be a good alternative. If the part is relatively new, Prevost stand behind them and might provide a warranty of some sort.
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One of the complexities of owning and managing our conversions is having to adjust to conditions. In a perfect world roads would not have traffic, parts would not age out and need replacing, and all shore power outlets would be 50 amp.
But in the real world shore power is not always 50 amp, even when it says it is. So when a coach is on shore power the amount of current the coach draws has to be limited to 80% of the shore power rating for reliable and continuous power.
As Tom points out if you lack sufficient shore power you have to decide what devices you need to have powered up, and you need to shut everything else off. If the current draw of your needed devices exceeds 80% of the shore power you have available you are in trouble.
You have certain power loads on your coach that are either on or off. A refrigerator is usually “on”, but things like aux compressors, water pump, and HW tank kick on when a thermostat or pressure switch closes. There are current drawing devices you can adjust. As Tom points out you can adjust the current draw of inverters to a low value. You likely have no control over phantom loads. Those are electrical system loads that are always on, cannot be turned off and that have to be considered. Clocks, TV and radio memories, burglar alarms, antenna power boosters, and even inverters are all drawing power even if there is nothing else turned on.
I don’t think a coach can be reliably stored on 15 or 20 amp power and even 30 amp power requires a good deal of power management.
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Thank you all for the friendly welcome!! and thanks for all the info. I’m sure I’ll have many more questions or comments to share as I’m still trying to learn all the systems in the coach.
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Don’t you have the Webasto in there? The Webasto will give you hot water on 12v and a little diesel you shouldn’t need to run gen all the time just to keep batteries up
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https://www.tsdlogistics.com/fuel-card-application-rv/
Everyone
We have added a new link to apply for the fuel card and new process to help protect everyone security and privacy. I will be getting with Jon to get this updated on the web sight. Please know we only have your best interest in mind. We look forward to doing business with you and again hate for any issues or time it has caused anyone.
Thanks
Gina
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Jeff, assuming your tire pressures are going to be like those of another converter’s H3 would be wrong.
Since every converter has their own floor plans, bay arrangements, and use of building materials, as well as owner’s individual choices of what to carry axle weights are going to vary significantly.
With your Liberty you have the heavy weights more to the rear and a Marathon may have some of its heavier weights towards the front of the coach. The different positions of generators and batteries for example has a large impact on axle weights and thus tire pressures.