[Fred F.]

I’m glad it all worked out. It’s a little unsettling that you can’t trust the professionals to do their job, and especially something that is possibly a safety issue.

As its been stated here before, we who are able should spend time under the bus checking components for wear, leaks, or anything that may be coming loose. I realize not everyone can do this, there are truck shops that will let you rent time to pull your coach over a pit in order to inspect it.

This site is truly phenomenal, the way people come together to help someone solve their problems and as in Cheeef’s case a member comes to the rescue with parts or a helping hand. Also, there is a lot of humor that comes along with it.

I hope the rest of you trip is non problematic,enjoy!!!!!

[Fred F.]

Hey Don,

Do You happen to have the part #’s for the armatures , relays and spool valves ? Pretty sure My 24V relay is toast. Going to replace them all and might as well get the spool valves while I am at it.

Thanks in advance,

Rocky

[Fred F.]

when powering up to shore power, I have virtually no load on my electrical system…

Tom,

Does your system do it everytime or just occasionally?

[Fred F.]

Mike,

Liberty hard wires the bay cooling fan, it should be running 24/7. As Jon pointed out, without that cooling fan the internal inverter fans will try to keep things cool, but will be hard to do without any bay fan moving hot air outside. If you have a rerfirgerator/entertainment center in a bay, there will also be a hard wired fan running 24/7 to keep that bay cool. Those hard wired fans on my 01 Liberty were 120v.

Your inverters should always be on.

[Fred F.]

Jimmy, Info courtesy of Tim

Go to the electrical bay in the back by the radiator and on the second row of relays the second most to the right (R-71) should be the relay that turns off the irritating yellow light on your dash that screams that one bay is not locked. Bays still lock and unlock with switches, but yellow light is gone until you find and fix the one micro switch that is not functioning correctly. Once found and adjusted, just slip the relay back in place for the wearning light.

Give Tim one more year and he will know more about taking apart a H-45 and putting it back together than anyone.

[Fred F.]

Harry

Thanks for the help. I need all I can get. You guys are awesome.

Ron

[Fred F.]

Craig,

You alone have the answers to questions that I think would steer you in deciding if you should remain with a 2 year coolant or a six year.

Here are the ways I made my decision.

Did I intend to keep the coach long enough to justify the possible higher initial cost as well as the extra effort required to purge the 2 year coolant that is incompatible with the OAT (6 year) technology? I did a lot of flushing and draining before I determined the system was free of the conventional coolant.

Are my hoses and radiator in such good shape they will not require service or replacement for at least 6 years? The engine related hoses are of very good quality, but the hoses associated with the balance of my cooling system such as those installed by the converter will not have such a long life and there are a lot of them through the coach.

Do I control my coach to the extent that I assume all responsibility for maintenance, and can protect the coach against a technician doing maintenance from adding conventional coolant converting it back to a 2 year coolant? Adding SCAs or conventional coolant wipes out the 6 year life so I have to be able to insure NOBODY will have an opportunity to add coolant or SCA coolant filters.

[Fred F.]

Buddy, you may also be alineating the CC owners out there so you should be asking yourself if the change is worth it? I’ll probably still pick your brain once in a while if you don’t mind. Can’t wait to see your new coach!

[Fred F.]

One ultra clean machine. Anyone looking couldn’t go wrong with your coach…and it’s certainly priced right for the buyer!! Hope things work out the way you want. Looking at another coach or a more permanent address??

[Fred F.]

Ditto what Mike said, mine is 6th and I control as needed. One plus for this setup is when on cruise, the throttle and Jake work together in 6th and is a gentle transition, can’t even feel it.

[Fred F.]

If a coach is leaking down and leaning or dropping and Prevost fixes it their standard has been that if it remains in one position after parking for 3 days it meets their standards.

As can be seen from the posts above if the system is tight the coach can remain as it was for a long time.

If the concern about how long a coach can remain in a given position is related to a coach purchase, I would not make that a deal breaker for a couple of reasons. First, at any given time a coach with an otherwise superb service history can start to show leaks in the suspension. There are a number of potential locations for leaks and the reasons for them can range from a minor issue with a valve or fitting, to a suspension system that just needs to have the air bags and valves replaced.

Second, if there is a concern about a coach that might be leaning or dropping the repair can be quantified. New air bags, new compression fittings, and new Norgren valves cure the problem. The cost is less than $2000 in parts and about 2 days labor so if you really like the coach you and the seller can negotiate who eats the cost.

The same philosophy can be used when considering any coach, Any issues or concerns discovered during a pre-purchase inspection can become part of the negotiations relating to purchase price. The big concern should be if the coach has a good maintenance history, and if it shows a lot of deferred maintenance that is when there should be caution because bringing a coach up to date when little has been done previously can get expensive.

[Fred F.]

Thanks again Jon. Found the selector dial on the outside of the
transfer switch box, as you had advised.
The cable now works perfectly, and I have a b/u if my reel fails

[Fred F.]

Welcome. You should have little problem finding a nice coach in that price range (or less), we did. Before buying, I would suggest first reading everything on this site, attending a seminar at ETLC, and limiting yourself to a Prevost with a Series 60 Detroit Diesel. The 8V92 engines are harder to find qualfied techs. Good luck

[Fred F.]

I look at it from this perspective….no matter the yr….too low miles or too low gen hrs for the yr are a non-starter. Geo.

[Fred F.]

Talked to Villa and the threaded rod and transmission that mine used is no longer available because the threaded rod they use now has a different thread count. They made up a replacement transmission and threaded rod to match my measurement and I had it in 5 days, all worked out well. The cost was 1170.