George
Forum Replies Created
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On a 98 Liberty it is likely your aux compressor is between the 2 second bays. Maybe. I think.
If you have accessory system pressure and the belts are not tightening it could be the red valve above the engine behind the engine doors.
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Joel, before trying to pull the mirror off and seeing if it is the motor, check to see if power is getting to it. The easiest place I think is to remove the 4 screws holding the arm and if my memory is correct there is a plug or connector there. From the plug the multitude of wires goes to the motors and heating elements. I assume if there is power at the connector the motor is bad, but I think there are two so if both do not work it is wiring or switch.
The above is nothing more than a guess.
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Does anyone have step by step instructions for installing drdrive and tag axle air bags?
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Bill, TSD will enter a control number of your choosing and once they do that the pump will not start without you entering it.
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I don’t need to blast my lifes resume in my title like you prefer to do but I know a little bit about a Detroit engine.
Later
bv
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Bernie,
You’re plain wrong according to Detroit Diesel.
Tom,
It’s hard to get respect for truckers when all they can come back with is insults and name-calling!
P.S. I wonder how many truck accidents could have been avoided if the operator had know he could safely use the Jake up to 2,500 RPM!
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To use them on a metal tank, you have to tap into a low discharge line with a T. Probably the macerator pipe will work, and use a plastic stand pipe coming out of the T. The pipe will need a vent line in the top returning to the tank so you do not get odors, but any small line will work. The stand pipe of plastic will fill at the same rate as the tank so the sensor reading will be accurate.
Same principle will apply to the water holding tank and that will be easier to hook up a plastic stand pipe and it will only need a cap with a tiny hole in the cap.
If I wanted to monitor tank levels I would only use one for fresh water and as I do now just never fill with water unless dumping the holding tank.
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Jeff….
You knew you were in trouble when you made a nice offering now didn’t you??
All you folks in the path of the Hurricane please be safe and prayers for you all !!
Cheers, Larry & Diane
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Mstruk and I hoisted a few there in July ourselves, great place.
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Sometimes my brain falls asleep and I forget to think of other ways to sort out problems the easy way.
If your left side rear is the only function acting goofy switch the air lines at the solenoid valve manifold. See if the problem goes to the other side. If it stays on the LH side (when using the RH side at the switch) the problem relates to valves.
That seems way easier than chasing problems at the valves, which in this case means removing the front drive axle fender liner to get at the 5 port Norgren. You may still have to do that, but at least you will know where it is.
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I think I understood what you are saying, but let me state it as I understand it. There were multiple questions so see if I got it right.
You seem to question the 5 solenoid stack and each valve’s function. As you described the functions appear correct. You indicate if you put the rotary selector in the left rear position and you move the rocker switch to raise the left rear I think you are saying that on your coach, as soon as you release the rocker switch, air is exhausted and the left rear drops.
That is not right. Does that occur when you select right rear or front on the rotary dial? I do not have or ever had an unmodified Prevost Level Low system on a coach, but I have worked on them and if my memory is correct, except when the rotary knob has the road or driving position selected the rocker switch adds air to the appropriate position when “up” is selected, When the rocker switch is in the neutral or “off” position air is locked in the air bags, and when it is in the “down” position air is exhausted from the selected air bag.
The only time I worked on a level low system and it wasn’t functioning as I expected I traced the current from the dash switches to the associated solenoid valves to rule out a switch defect, then verified the appropriate solenoid valve was functioning by cracking the air fitting and hearing air escape, and then I followed the air to the Norgren valve that was to receive the pneumatic signal. When air was at the correct Norgren valve I removed and disassembled the Norgren valve and found it to have a hydraulic lock as a result of moisture and associated aluminum corrosion slime making the valve spool unable to shift to the correct position.
The process of chasing the Level Low System functions is a pain, but for me to follow the electric and air the methodical approach as described leads me to isolate the problem.
When you stop commanding the left rear to rise, you should be shutting off the air supply valve so air from the accessory tank is not entering the air bags, and it should not exhaust air because the exhaust valve in the steer compartment should be closed. (I think. I am going from memory without pulling the schematics.) Keep in mind Prevost has made evolutionary changes to the Level low System over the years and converters have made modifications to the Prevost system so it is hard to make accurate generalized statements which is why chasing air and electric in a systematic manner might be the best way to determine what’s what.
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Will do thanks
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Loves #401 Baytown TX 8/24, 8/06, 8/01
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What Prevost rear shocks? I see they have 2 black ones listed and also a yellow one, obviously they have the Koni also that they have listed as orange.
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Found breaker and then found out bed lifts up revealing huge storage area, and a pull down that revealed another storage area.
Found Parts manual, Prevost service manual, Royale manual. Fabric used on side of coach, additional tile for floor and shower.
Manual is minimal in giving instruction on coach operation. Guess will be spending lots of time here on forum.