gary
Forum Replies Created
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Ace my 91 ran about 190 to 195 last year when it was so danged hot down here in Texas. Drop her off cruise and it would drop to 175 or 80. If I remember right, seen it around 200 a few times. After all you have done and the problem has just started, could something else be starting to give you trouble? Brake drag, bearing failure?
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Very difficult to provide reasonable analysis with so little information. Based on the fact that disconnecting from shore power makes the fan stop (which fan? Evaporator or condenser?) it suggests the power interruption as the coach transfer switch opens kills power to a circuit that does not run through inverters.
I think Gil is heading in the right direction with his response, but I think the very first question has to be what specific unit has a continuous running fan, and then on that unit, which fan does not stop running, the evaporator or condenser? Is it a “package” basement unit or is it a Cruise Air or is it a roof mounted unit? The three are all likely to be completely different when it comes to what controls the fan that is blowing.
But shooting from the lip it sure sounds like whatever type unit it is the fan is an evaporator fan and something in the control circuit is not opening (like a bad relay) to kill power.
Any Marathon owners with 95 vintage coaches able to provide some insight as to what type of unit might be the issue?
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I’m sorry Jon, My most humble apologies. Was I 50% low or was I 75% low on that number?
I mean it is true that you have your tool box in the coach bay loaded with many of these tools, Right?
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Even if you did blow them, you won’t blow them for an extended period of time. They use so much air you can see the aux pressure drop like a rock. I have a train horm it depletes pressure quickly.
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I could not hold hand on end of axle spline did not burn hand but u could not hold it for very long,the part I was holding was the end of axle shaft that goes into crown and pin.Just so u know it was 20 degrees out when I drove it down there no wind road dry just for laughs small breeze here is 30mph windy is 45 to 55 mph
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This thread is really drifting, but the quality of water in a coach can be a concern.
I have gotten into the habit of sanitizing the water tank about 2 times a year. I keep track by dating each time on a piece of masking tape I stick in the water bay. I add about 2 cups of Chlorox to a relatively full tank and then run water through all the faucets and fixtures until I smell the chlorine. I then shut off the faucet and let it sit for a half hour or so.
Then I drain the tank and refill it and open up the faucets and devices to flush out the chlorine with the fresh water.
We have an RO unit for ice and drinking water so we do not ingest tap water. And when making ice for the first time just prior to a trip I usually dump the ice after a few cycles so any stale water that was in the system gets purged.
If we can do a short trip without taking on campground water we do that. We know the water quality at home, and we are not sure of water quality elsewhere.
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Does anyone know off hand fuel consumption of the Webesto per hour.
Thanks
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There is nothing shown on the Prevost Car web site, either on the seated coach or the conversion side for the Houston facility. I suspect there will be a press release when the shop(s) are up and running.
On the seated coach side of the web site the service locations are shown in great numbers. However I would exercise great caution in bringing a motorhome conversion to the local Volvo dealer even if it is listed as a certified Prevost repair center. While our coaches share some components with large trucks such as our brakes, engines and transmissions there are enough differences even there that would make me concerned.
And if the coach has suspension issues it is almost assured nobody will even know what a Norgren valve is, much less understand the logic of the level low system. As inconvenient as it might be to travel to a Prevost service center such as Jacksonville or Mira Loma it might be far less expensive than paying for on the job training at the local Volvo store.
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hi Tom. Peter here in Hawaii have u put pics of your coach up yet sure would like to see some or email me some having great time here
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For those following I have just submitted version 1.1 to the app store for approval. A couple of things with this release:
1. I’ve renamed the app to RV Dash, just to make sure there are no naming issues.
2. I’ve added 4 new gauges/info to the second page, including Trip Distance, Trip Fuel Used, Total Engine Hours and Total Fuel Used.
The spec indicated that several of those values were “upon request” only, however in checking in my coach, they were streaming all the time without needing special request.
Ray
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Jon I hear your warning. The problem is I could never know if it was driven under 80%. I checked all tires as i always do before moving the bus a week ago Friday. I drove the bus approximately 50 miles that day and parked it where it sits now about 6 hours later. Nothing obvious until I saw the 8lbs yesterday.
I put 85 lbs in it around 10AM this morning and it now reads 86. Not sure of the rate of the leak as we gained 50 degrees today with the sun.
Tomorrow AM will be a good indicator of the leak rate.
I can only estimate that it was not driven under inflated during our 6 hours last week but how would one know?
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Good advice Jon. I left the cover off my battery rack enclosure for the entire eight hour equalization. Not a single cell pushed electrolyte past the cap/vents.
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The place behind Lambert’s is the Stage Stop R.V. Park. It is just a gravel parking lot but it has wifi, water, sewer and 50 amps for $20. We have stayed there several times through the years and have the pictures from Lambert’s to prove it.
In fact here is a picture of the place on our last stop the end of December.
Go to the light at Lambert’s and turn right. Turn right on the next street and then the entrance is on the right.
DKO
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Jon and I have had this talk in person. I _LIKE_ the technology! All of it! Give me more!!!
Yes, things will break. Then either I or Liberty (Prevost, Zip-Dee, etc) will fix them, but in the mean time I get to push a button and listen to all of those little motors wind up my shades. How cool is that?!
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I should add one comment since Les mentioned multiplex.
Like most I was scared to death of multiplex. I had visions of sophisticated computer expertise to diagnose and repair problems.
Not so.
A multiplex system is actually pretty simple because all the switching, circuit protection and communications is done within the modules throughout the coach. They can and will display faults in the information center to enable you to more easily isolate a problem. You have to refer to the electric diagrams which are available on line, but once you systematically analyze a problem it will be proven to be a reasonably simple process. This is where technology and the complexity within the modules actually makes the coach simpler. The modules are not owner serviced, but if a fault lies within the module, unplug it and replace it with one not going to be used for the trip. The system handles all the reprogramming as modules are shifted around.
The beauty of this system is it not only will display the fault to lead to where the problem lies, but it can make a pre-trip inspection very easy. If you want to do a light check, tell it and then step outside and walk around the coach watching the system light the various lights in sequence. You no longer need your wife to step on the brake or turn on the turn signals or flash the high beams for you. The system does that. If it is going to be a day when you really need that OTR, ask the system to do a check. Then step out of the coach and walk around watching and listening as the system checks relays, solenoid valves, fans, the compressor clutch, etc. As complex as the modules are they have eliminated a lot of relays, circuit breakers and wire making the part of the coach that needs repairs most often far simpler than ever.
The point being that not all of the features we have and which are provided by some complex technology are crossing the line. So far there are some things that make no sense to me, but others are highly beneficial.