[Fred F.]

This is why.

[Fred F.]

I am definitely replacing my flip phone.

When it quits working, and if I decide I really need to carry a phone. So far it hasn’t even been turned on in over a week.

[Fred F.]

I was yelling because I got a strong sense Chuck is headed down the wrong path and that his help and advice might provide expensive lessons.

First, my concerns. A fellow PC member attempted a jump start when his coach would not start. The bottom line if I remember correctly was it fried his slide control and his slide pins fired when they should not have adding to the scope of the problem. Anyway what we all need is information from Chuck and the information availble so far related to the balance light.

To assess what that means is we need the voltages for the 12 and 24 volt chassis battery circuits. We need to know if the engine spins. If it does, based solely on the balance light being an important clue it is highly likely the equalizer is not functioning as intended and DDEC is not receiving the correct voltage for starting. If that assumption is correct charging or worse, jumping is not going to change anything.

This problem is not a big deal. But it does require a correct diagnosis. If it turns out the voltages are within an acceptable range then there are two problems, instead of one being the equalizer. The two problems are a bad monitor as he mentioned, and a starting problem that remains. But right now we don’t even know if the engine turns over. If the problem is not related to voltages controlled by the equalizer there is an abundance of other issues that could prevent a start but one step at a time.

[Fred F.]

Cuts out the middle man, Jon.

We live in Tennessee you know…

[Fred F.]

Pretty nice Steve but at first i thought it was a hair dryer for Jon.

[Fred F.]

Here are the boring details for my valve stem extension supports to date. This is a work in process.

I just got back from having shorter stems and repositioned stems on the outer drive axles. They now point at the wheel such that I can easily put air in the tires and add or remove sensors. I did not plow new ground because every one I have looked at has done this with Pressure Pro sensors. Bill, I am not able to reach around the 315 tires to access the sensor on a valve stem pointed inwards.

The inner wheels now have valve stem extensions, something I am not yet 100% sold on. I have seen so many issues with worn extensions, leaky extension and heard of valve stem failures I am taking baby steps on this one.

My support for the vaLve stem is located just like the rubber Alcoa grommets, but to prevent flexing and fatigue at the bend in the valve stem at the wheel my supports are made from a 1 1/2″ wooden dowel cut to about 3/4: length.

I’ll pause here to allow all you guys to get done laughing.

I made about 8 wooden supports, with the holes for the valve stem ranging from centered to off center by varying amounts. As anticipated my valve stem extensions do not pass throught the outer wheel in the center so I have used a couple where the hole is eccentric. It supports the extension but it does not put any forces on it. That is what is going to be on the coach for the trip to Lakeland coming up. If it proves out I am going to make duplicates out of a reasonably stiff rubber so the valve stem extensions c annot flex while the wheels are rotated.

This project is a work in process so I have new stuff to learn and try out.

As to the unmentioned smart aleck that is questioning my type of phone and pad……….don’t hold your breath.. I spent today with my flip phone secured to my pants pocket and not once did I even consider turning it on. I think before I would consider a different phone it would make a lot of sense to begin using one.

An unrelated comment………I took the coach to a commercial tire shop to have the valve stems replaced with much shorter ones and ot have them reoriented and when I was asked the tire pressures I carry (85 PSI in the drives) I was getting looks like I was brain dead. But I also know the tire changer just took the 1″ impact and rammed the lug nuts home, with no consideration given to torque values. I have some checking to do this weeked to make sure the lug nuts and tire pressures are correct.

[Fred F.]

All I got was harassment and the promise to be on my gen at the next visit. Jeff told me the electric hookups are for his special customers.

[Fred F.]

Congrats on the updates Jeff!

Just curious though, where are the new outlets going? I know that you have electrical on one side where all the ‘Royalty’ stayed during our ‘Know your Prevost’ back in Oct. of ’15. Yes Jon and Tom, you are Royalty!

I’m not sure the N, W, S, E is compared to where Jon and Tom stayed….. so, in comparison, where are the new outlets?

Mark

[Fred F.]

I hate
to say anything and jinx my good experience. But, I also would like to
add some information to my earlier post.

I have, over
the years, had numerous problems with the jake not working, throttle
inoperative, and overtemp coolant that has shut me down. Analyzing
Silverleaf information, could not identify the problem.

I did 3 things,
and after a few thousand successful miles, have had no problems.
Based on how often I previously had problems, I would have expected to
see many occurrences.

1. I
removed the ECM DDEC III from the coach, and removed the back. Everything
inside looked pristine. I am skeptical that any non-OEM
“rebuilder”, is capable to repair anything inside. It appears
a very sophisticated assembly process was used to build when new. ECM
was resealed with polyurethane caulk, connections cleaned (even though they did NOT show
any corrosion), and reinstalled the ECM in the coach.

2. I had
changed the TPS about 3 times. Each time, problems reoccurred after
awhile. Based on the suggestions by others in this forum, I reset the
TPS . Key on, pedal to floor 3 times.

3. Now,
before cranking the engine, I always turn the key on, wait for warning lights
to go out, and wait for the speedometer and tach to cycle through their
motion. Then, I start the engine.

I don’t know which combination of those items changed my experience, or if the stars just became aligned. I hope this
might help others.

Ed Roelle

[Fred F.]

This morning’s Wall Street Journal was giving some perspective on the “Gas Situation.” Realizing that any area can have “shortages” contrived or otherwise, they reported that the average increase in gasoline from Sunday was 7.3 cents and an increase of 25.2 cents over the seven day period in Georgia. New shipments of fuel and another emergency pipeline was being put in place. Certainly, there were situations that make these look tame. However, it is against the law to “improperly take advantage” of the consumer in such circumstances //// yet it is up to the watchdogs to see that those who do so are prosecuted.

Gas futures rose 7.4 % even as the price of oil fell somewhat.

It is easy to agree about the comments made regarding the West Coast and “certain” shortages that can occur in many products due to accessability of the product that must flow through the state’s unionized ports. The West Coast has great hydrocarbon production (Occidental, etc.) yet there can be bottlenecks that occur very quickly.

As an example, the Pinedale Anticline from the Pinedale, WY area from which we are producers, we understand provides over 35% of the natural gas for Los Angeles…. it basically flows through one pipeline built by Warren Buffet… if that gets disrupted, it would have a dramatic effect short term if the city and area do not have reserves sufficient to meet the demand.

Hoping that this situation gets remedied quickly and that all do not have any significant difficulties…

Pres

[Fred F.]

From experience I can tell you that tag axles are the final resting ground of tires. Usually the best tires end up on the steer axle. Tires that are formally on the steer axle, but are being replaced with newer ones generally end up on the tag axle.

This whole tire situation has been screwed up by the use of two different size tires on our coaches. If all the tires are the same size usually a tire with an uneven wear pattern can be placed on the drive and it has a tendency to get the pattern eliminated or at least improved. The tag has been the axle folks put tires near their end of life. Having said that I know from experience that if a steer tire with an unusual wear pattern such as edge scalloping gets placed on the tag the wear and the pattern will accelerate. The tag axle is hard on tires that are not true.

With 2 sizes of tires I don’t think we have much flexibility on moving tires around, and usually not moving tires from the tag to the steer unless it is for temporary purposes, such as to replace a flat to get to where the tires can be repaired or replaced.

[Fred F.]

Bryan,

The 400 HP came from the DD website based on the model # 6067BK28. I did not check with them or Prevost based on the diesel or coach serial number.

Alex

[Fred F.]

I had that happen on an 01 Featherlite H that I had, it actually happened in Prevost Jax shop while getting service.

It was an automotive type 5 amp fuse inside the drivers bay up top. Replaced the fuse, and never had another problem with it.

[Fred F.]

Turn the coach off and measure the chassis battery voltages at either the bottom of the equalizer, at the input to the Vanner monitor or directly at the batteries using the 24 volt and 12 volt battery posts shown on the wiring diagram on the side door.

Probably the equalizer is best just because it looks convenient in your photo.

Whatever your 12 volt reading is, the 24 volt reading should be twice that value within 1/2 volt. A fully charged battery set is going to read close to 25.4 for the 24 volt side and 12.7 for the 12 volt side give or take a few tenths.

Then start the engine and go to high idle and take the same voltage readings at the same spot. The 12 volt side should read about 13.8 or 13.9 and the 24 volt side should read 27.7 give or take a few tenths.

If your readings are as I stated above your chassis batteries are getting charged and the equalizer is doing its job no matter what the dash lights are telling you. If the 12 volt readings are not 1/2 of the 24 volt readings then the equalizer has a problem.

If the voltages when running are lower than the values I listed above you may have an alternator or voltage regulator problem.

Take the readings and post them.

If the readings are as listed above and your coach does not have an electrical system issue the Vanner monitor may be diying or dead but until it is replaced you are OK to drive.

[Fred F.]

Tom,

The repeater is hard-wired to power. All sensors are working now. Some of the sensors were showing pressure and some were showing — while driving from Iowa. When we reached Rapid City, SD, all the sensors registered — and the monitor had solid red lights at the sensor positions. We traveled several miles today before all the sensors registered correctly. We will watch for towers and see if that is the problem. We will keep you posted.

Thank you,

Donald