DON
Forum Replies Created
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The problems have been fixed. 1) The air dryer started failing at approximately 80 PSI. Replacement fixed this problem. The coach falling in front problem was fix by tightening a fitting. The coach has remained up without sagging for a week so far. Prevost sent two techs to my place to fix these issues. Nice that they came to me but not good that they let the coach out of their place with quality control issues.
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I talked to Pep Boys, they will take it 5 gals. at a time, but I think you may be able to squeeze in more per visit..
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Sometimes we triple tow which is legal in some States only and there are length restrictions.
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what is confusing is P&S dropping to 70 lbs and holds at that point.
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As Jon said, there is no indication wether the tumblers/key are stiff or sticky or if its more of a latch or rod issue but…years ago an old timer told me that brake fluid is the best thing to lubticate locks. Dip the key insert and turn. If the tumblers are sticky it will work to free them up.
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I hope you know that the hi/low service ports aren’t active/alive until the king valve next to each is opened by turning it IN/clockwise at least 1 turn. Then, after servicing is complete, they each need to be back seated/closed by turning it out counter clockwise fully. Then put the caps back on the service ports and king valves w/good O-rings.
Another tip: on an hasn’t been run or driven today ambient temperature coach, before you start the engine, take note of the low side pressure reading when you first hook up the gauges. Then look at the R134 chart I posted here in the HVAC area on 5/10/17 to see what it should be in a perfect world. Example: if it’s 70 degrees outside, then pressure should be about 71 psi. If there’s a difference of more that about 5 psi difference high or low you’ll know it’s either under serviced(low), over serviced(high), or about right. -
Thanks Don. Went by (before lunch) and talked to Dorsey and dropped coach off at Stewart Stevenson, San Antonio. He and his Brother don’t work on the Motors anymore. They do evrything else. Had a beautiful Enertainer Coach in their doing something. Gonna drop it by when they (Stewart Stevenson) finish and have him check the OTR system in coach, as I have a freon leak. Think it’s the compressor seal. They have already gotten it inside and checking the motor. I’m getting ready for the “Skinning”
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BMW Z3 Automatic with driveshaft disconnect so Mrs. Lee can drive it. Small, convertible to soak in those great views of our beautiful country, and fun to drive.
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David, please verify this with someone but if your fan belts are too long it might possibly let the fan move to close to the radiator and really start a bad day.
I think there may be a steel stop welded on the brackets some where to keep that from happening.
I will go out and look at mine but check for your self that the fan can not get into the radiator.
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Thank you to all who offered help on this query. Turns out the belt I originally ordered 12PK1875 / K120738 / Dayco 5120738 which is the belt the Prevost spec identifies WAS the RIGHT belt. What was wrong was the belt I got from Amazon “Warehouse Deals” was made or identified wrong. The sleeve had the right number on it, the right number was inked on the belt, but the belt was not the right length, was too long by about 3/4″. I sent it back for refund. Maybe that is why it was a “warehouse deal”.
Got another of the same part number belt, put it on, fits just right.
Meanwhile my original post mentioned a prior shop or owner had put some AX75 belts on the engine to fan gearbox drive instead of the correct AX74. I cited there appeared to be “no ill effect”. Upon looking at things the other day when replacing the alternator and AC belts I spotted the wear spots on the coolant pipe in the photo below. In time these over long and slack AX75 belts could have worn through the pipe and created a bad day.
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Sorry, Can’t help. I do know some units don’t even have charging ports. You have to break into the system if you want to check pressures or recharge.
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I returned the coach plugged it back into the 30 amp circuit and everything was fine. No noise and everything was working.
I do have a surge guard protectiion in the coach.
I’ll just keep a close eye on it; thanks for your help.
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As was previously mentioned DDEC malfunctions will not prevent the engine from spinning so for the moment that can be taken out of issues to consider.
But here is the answer to DDEC and 12 volts. The chassis electrical system is a two voltage system on most coaches. There are both 12 and 24 volt devices so to provide both voltages Prevost has set the batteries up so you can get both voltages depending on where you draw power from the battery array. Since the alternator is 24 volts equalizers are installed to insure that the 12 volt side of the battery package is being charged also.
One of the 12 volt devices is the DDEC ECM. As long as the batteries are good, the equalizers are balancing the voltages (keeping the 12 volt value at half of the 24 volt value within 1/2 volt) everything is good with the chassis power source, which is the battery pack.
A sudden starter stoppage is an unusual failure. Usually they give a sign of impending failure but anything that instantly opens the circuit to the starter can also produce the same type of failure.
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Harry,
Your chassis batteries are wired in series/parallel, so you have both 12 and 24 volt leads. DDEC is 12 volt and you’ll have wires from the 12 volt connection going to your computer. You should have a decal inside the curb side engine door that shows the diagram for the chassis batteries. If not, let us know and we’ll post it.
Robert is cautioning you to make sure no one puts 24 volts to your DDEC should the battery cables get unhooked for testing. We’ve seen lots of incorrect chassis battery cable nightmares over the years. I bought a 2000 CC Prevost and discovered the jump/boost lug that should have been 24v positive had the cables wrong and was actually negative ground. If someone would have attempted to jump the bus, It would have looked like 4th of July. Just an example to think about if cables have to come off for battery testing.
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Harry,
If you click the reply button there is a link at the top of the post page (Upload Photo Instructions) Click that and it takes you to a Youtube video explaining how to do it. Start a new thread to post your pics to keep your starter issue thread clean.