Greg
Forum Replies Created
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on evaporator motor side. Square box about 8 inches by 3 inches thick (by memeory) usually mounted to rear wall of bay. is that it? Bob ps sort of has cooling fins like amp on it.
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It’s a 3 port solenoid operated spool valve, not unlike our Norgren valves.
On our coaches spool valves are used to a great extent on our suspensions, but there are other applications throughout our coaches including converter installed systems and devices.
I suspect it is converter installed because the wire to the solenoid is numbered. All you have to do is associate that number with the converter’s devices.
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Your Liberty has a switch/solenoid that sends charging power to your generator battery while charging the house batteries whether your on the gen or shore. Jon or another Lilbery owner will jump in here, it’s been awhile for me.
Unless someone has added a charger for the gen battery, it’s being charged from your inverters unless you have the generator running, then it charges itself. If that’s the case, there must be a charging issue from the inverters, but you would probably get the same high voltage at the house batteries.
1. With the engine running, check the voltage to the house batteries and gen battery
2. With the engine off and gen running, agian, check the voltage at the gen battery and house batteries
3. With engine off, gen off, plug into shore power and again check charge voltage at gen and house batteries
4. Wtih eng and gen off and shore unhooked, do the inverters invert and what voltage at house batteries
It’s a start…
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Just as a general rule, anytime I work on something, and a device or component that used to work no longer works the first thing I do is try to figure out what I did to make it not work. I don’t put much credence in coincidences believing I did something more strongly than believing it failed by itself. Without knowing how your master switch works within the circuit I have no guess as to what could have contributed to a failure when working on speakers.
If the lights come on by themselves there is a loose or near broken connection and nothing has a higher risk of fire than that. On the forum recently were pictures of what loose electrical connections can do. Be very careful.
As to shutting down your converters, I do not know the specific procedure but generally the steps take require that the inverters get shut down using the switch on the remote panel, followed by turning off 120 volt power to the inverters, then turning off the battery master switches. There may be other devices that have a specific shut down procedure also that should be used prior to turning off battery master switches. On my coach the Watchdog (for the generator) has a specific procedure.
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I checked the breakers in the condensor bay. Both are on. The red/green LEDs on the dash are out. In fact I have never seen them on. What do they / are they supposed to indicate?
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The reverse of this discussion is how much fuel can you safely pump into the bus. Topping off is an issue which has been discussed in the past but is usually limited by the fact that fueling with a high volume truck pump results in a tank burp which can cause a mess and sometimes a diesel bath. For this reason I have always carefully teased as much fuel as possible into the tank prior to allowing the auto shut-off to cause the big burp.
Last week as we left the POG rally in Las Vegas we refuelled at a local Shell station whose fuel price was considerably cheaper than a nearby truck stop. Using my normal top off practice with the standard car type filler hose I was able to top off right to the brim…..no problem, right?
When we left the station and joined the freeway on-ramp, I felt a bump
and the rear of the coach felt like it momentarily got loose. Thinking I
may have hit something or there was a problem with the toad I pulled
into the shoulder and stopped. When I opened the door there was a huge
flow of diesel coming from under the bus and pooling at the curb. We
immediately dialed 911 and I looked under the bus to see a hose hanging
down with fuel gushing from it. Luckily I had a pair of vice-grips
handy so I slithered under the bus and nipped off the hose. Taking a
diesel bath is not fun. Emergency handled.Aftermath. During the rally I had learned there is an excellent bus
repair facility named the Bus Depot located very near the Las Vegas
Motor Coach Resort, the site of the rally. After obtaining directions
to the Depot from the 911 responding Nevada DOT Mobile Highway
Assistance driver, we left the scene. On arriving at the Depot I called
Bill Jensen who had been present at the rally. After explaining the
problem, Bill asked me if our fuel tank was a welded stainless steel or
polypropylene tank. In our ’98 XL the tank is poly. Bill explained
that over time the top of these tanks sometimes collapse slightly and
that it’s possible for the tank vent to be submerged below the fuel
level when the tank is full. When the Bus Depot mechanic re-opened
the vent over his pit he only got a few drops of fuel. We came to the
conclusion that the combination of an OVER-FILLED FUEL TANK, the
centrifugal force of the on-ramp curve and the angle of the bus being
parked on the shoulder all contributed to the start of a siphon from the
tank. Along with the fire truck crew, we estimated approximately 20
gallons of fuel were in the curb along side of the bus.This was a huge lesson for me and I felt it worthwhile to pass along. DON’T TOP OFF. Besides I’ve subsequently learned, it’s actually illegal in some states.
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There is a busnut down around FT Walton Beach that has about same yr as yours and system. I will see if I can get contact info for you. Bob
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What was the problem?? K-B is the parent company of Bendix FWIW Bob
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The sticker on mine says 95%.
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Thanks so much for the great advice. I have had most of the suggested work done, but there are a couple of items that I noticed that I will have done.
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Was the O ring broke in two?
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It IS 5 o’clock somewhere, Tom!
On mine I would also lose my satellite station memory (Jon, a satellite is a big bus-like object, lifted into space by a rocket ship. It is used to beam fancy radio-like signals back to earth).
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You have to spend some time with a Prevost and a
knowledgeable person to really understand the differences.
I was going to comment on how I disagree with Tom until I mentally underlined the word “really” in this quotation. Still, I don’t think it takes much to at least significantly understand the differences between them (am I splitting hairs?).
Like Jon says, the drive will convince you, but by the time I had driven one I had been in many. It’s easy to see the quality of construction by the sheer mass of the components, the OTR, and the copper pipes. Of course, when we saw our Liberty, we stopped looking…..
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Yes, that is one thing I have learned, everything on the Vantare runs through the inverters. They are also set up at 24 volts rather that 12 so settings in relation to 12 volts are meaningless to me.
It has definitely been a learning experience for me but that has been true since I bought the bus in 2008. Thankfully, I now have this resource to learn from. That is making all of the bumps in the road a lot easier.
BCO, I wish my batteries were that small!
Thanks again for all of the help.
DKO