[Jack]

This may not be the best way but I found it very easy to do. Using a LARGE pair of channel lock pliers. First I put the shaft side on then with the pliers lower jaw on the socket a little squeeze and pull on the pliers it pops right on the ball.

[Jack]

Don, I have used Chicago Rawhide seals (none I have installed ever leaked) but right now I cannot give you the seal number. I will dig around today and if I come up with it I will post it or email you.

I think they were original equipment and Prevost parts has always provided me with trade numbers when I asked.

[Jack]

Your first step is to examine your tolerance for mechanical problems. Most owners are not going to remove and dispose of still useful parts as a means of maintaining a high degree of reliability so your feelings regarding the possibility of unplanned repairs will shape your maintenance schedule.

Your environment and how you use your coach is also a serious factor in creating a list of maintenance events. If your coach is not exposed to conditions from the rust belt or coastal venues your list doesn’t have to consider potential corrosion issues for example.

Then you have to learn from countless posts the consequences of doing or not doing some preventive maintenance. Batteries are clearly a maintenance requirement, but do you put them on a schedule for replacement, or do you wait until they show signs of failure? You have to consider how you use your batteries and what the impact will be if you wait for them to signal the end of life.

Examples of items not listed, but which clearly have to be considered are air bags and Norgren valves. Brake chambers are listed, but depending on your coach the service manual may say change every 100,000 miles or annually, something almost nobody does or even considers. Other items that may not be listed or that may have a place on a maintenance schedule that might not be realistic will be shocks, tires, batteries, belts, hoses, and various air system components like relay valves.

We all have different wants and needs and your maintenance schedule will be shaped by your willingness to accept some unplanned problems, economic considerations and where and how the coach is used. There is no one single list I am aware of that covers everything. My list has been developed based on the owner’s manuals, anecdotal or personal experience based on 30 years of ownership, and my unwillingness to deal with problems when using the coach.

At a minimum however the maintenance requirements listed by Prevost or the converter should be the minimum and if they are followed there will be very few surprises.

[Jack]

The bottom led on the RC6 has been blinking at me everytime I open the door to the monitor. It has an arrow with a low bat error pointing to the first led and other errors pointing to the next three leds up.

I learned from Inverter Contract Services that the blinking led was actually the indication of the load on the inverter. The load was the led lighting in the coach which ws not enough to cause a full 15 amp draw as indicated by the first led.

I also learned that a fault will actually light the corresponding LED and sound a beeper at the same time as long as the fault is present.

If I turned off all lights the LED went away. Turn on a light and the LED blinks.

[Jack]

Thought it might have looked like Jon when he ran out of rose petals

[Jack]

We tow an Escalade ESV and have only ever used the Blue OX.. since we live only 100 miles from the installer also for the added brakes it was an easy decision for us… We have used the BlueOx for towing for 20 years !! No experience with Roadmaster but I know it’s good also.

Cheers, Diane

[Jack]

That is where the ram is, Greg.