[Gerard]

A possible solution is to purchase/rent/borrow a
flatbed equipment trailer. DCT and
others make nice heavy-duty trailers that can carry a replacement or rental
truck with your ATV in the bed of the truck.
These are not car trailers as they will have GVWR of 12-14K. It may look a bit redneck, but it will
work.

[Gerard]

Gerard,

Try not to over think the coach and its systems. In your mind separate them and your electrical background will have you seeing how it all relates.

The coach has its own DC electrical system, and because it is primarily a 24 volt chassis most of the system is 24 volts. But some 12 volt power is required so that comes from chassis batteries that are connected in series and parallel so Prevost is able to use each voltage as needed. A Vanner battery equalizer keeps the 4 (group 31) or 2 (8D) batteries properly charged.

The house portion of the coach is the same generally speaking, and it has its own set of batteries which may be providing either all 12 volts or in the case of most coaches now 12 and 24 in a fashion similar to what Prevost does with the chassis batteries.

But the house has different needs than the chassis so it is equipped with inverters which are nothing more than battery chargers when shore power or generator power is available, or inverters which take the battery voltage from 12 or 24 volts DC and change it to 120 volts AC.

The house DC systems, such as lights or fans for the heaters, or some valves are powered by the house batteries, while the house AC systems such as appliances or air conditioners are powered by shore power, generator power or through the inverters. None of the various system are co-mingled with the exception they likely have DC voltage to charge both the house and the chassis coming from engine driven alternator(s).

I have oversimplified the descriptions, but the bottom line is don’t think of the coach electrical systems as a single system, but as several isolated systems that go down the highway all at the same time.

[Gerard]

I have a 1999 H345 and changed to 365,s in 2006, also I installed 455×22.5 super singles on my drive axle. I recently installed a new set all around. I have had no issues with any of the tires. the reason I thought about super singles was ( before tire monitors) I was never sure about the inside duals inflation. It was so much less guesswork by just eyeballing one tire,and I noticed the coach handled better with the wider tracking of the 455,s. All told I have driven 65000 miles on them and the only reason I put new tires on was the year of the original casings (9 years) and the tires were still 75%. I got fair money selling them to local farmers for machinery use. I run 105 lbs of air in the steering axle,110 in the drives,and 80 in the tag. Lacey

[Gerard]

Thanks for everyone’s input so far. So, if I’m looking at a 2006 or so bus, is it likely to have 315’s or 365’s? Fitted either when built or by a previous owner? High, low or 50:50 probability? I know, my next question will be ” how long is a piece of string?”!

[Gerard]

Gerald,

Make sure you visit with us at OKC in September and we would be honored to help spend your money on a bus.:)

Thanks for the comments and post often….

[Gerard]

When I’m racing I tow a trailer (19K), otherwise 4 down. I wouldn’t trailer unless I absolutely had to.

[Gerard]

My book says in order to open both the low side and high side, it takes 3.5 turns clockwise each (turn = 360 degrees). You would do this only to pull a vacuum. If you are just charging with freon, then only allow flow into the low (suction) side. Be vintage sensitive.