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One of my mottos is shake a hand, make a friend.
Jeff and Lindsay
91 Marathon XL -
I can’t disagree with anything in the above 2 posts! The additional benfit to series 60 vs. 8V92 is the gain of 1-2 extra MPG!
Jeff and Lindsay
91 Marathon XL -
It’s been 6 days now since I replaced the R-12 & R-14 relay valves.
Primary and secondary tanks are still holding at 125 PSI. Interestingly, enough the Aux tank has dropped to 90 PSI and stayed there. Aux compressor is OFF so not sure why aux tank stopped at 90 and held, but I am way ahead of where I was before. Used to loose all air in all tanks over night.
I will call this a win, although I know it won’t be long before more leaks start. LOLChuck
Jeff and Lindsay
91 Marathon XL -
Hey Bill….I would start in the rear electrical junction box. It should have a schematic on the box door when you open it that will list the breakers and relays by number. I have an older chassis (92) and mine is located middle back top of the engine, not sure exactly on the 97 chassis but you should be able to find fairly quickly. There may also be a breaker in the front compartment under drivers seat. On my chassis I have a breaker up front and the relay is in the rear junction box. I haven’t figured out yet the correlation of having one up front and another in the rear box. I think the rear relay has something to do with the brake lights with the jakes activates.
Jeff and Lindsay
91 Marathon XL -
We full time and if I don’t keep a charger on the engine batteries they will be dead in about 2 weeks. With the charger on there I have never had a starting issue. I will stick with the charger option.
Jeff and Lindsay
91 Marathon XL -
Bill, that is the way mine USED to work
Jeff and Lindsay
91 Marathon XL -
Different converters do different things with the electrical systems. Year, model, etc etc etc, matter.
Example: my 96 Liberty XL “Classic” is completely different from a 96 Liberty XL “Elegant Lady”.
Jeff and Lindsay
91 Marathon XL -
Hi Jerry,
thanks for the info, If I am successful with the entry door, I will then attempt the large trapezoid window behind the driver seat.
Alex
Jeff and Lindsay
91 Marathon XL -
My electronic dash went out and having a hard time to get it repaired and ordered a Silver Leaf dash but haven’t been able to get a firm delivery date of when I can expect it. Did you get your dash fixed and any information would be appreciated
Jeff and Lindsay
91 Marathon XL -
Build a pit.
Jeff and Lindsay
91 Marathon XL -
That’s kind of hurtful. (No smiley face).
Jeff and Lindsay
91 Marathon XL -
Jerry, I’d disagree a BIM like the one below simply connects and disconnects the battery banks together every 15M or so to prevent the alternator from overheating. Its a horrible device and doesn’t really help.
https://battlebornbatteries.com/product/lifepo4-battery-isolation-manager/
The real solution for us is a WS500 or other smart controller. This controls the alternator so it’ll charge at a specific amperage and limits the current based on the charging profile, as well as the temp of the alternator. This is by far the best option for us since we all should have a separate alternator for house batteries. Many other coaches don’t have separate alternators so using a WS500 with a BIM is another solution.
https://www.wakespeed.com/product/ws500-advanced-alternator-regulator/
With the WS500 I’m able to pump all 270 amps of 12V (I have a 270a 24V DN50 converted to 12V) into my batteries as long as alternator temp is under 200deg then it’ll ramp down based on temp or the state of charge of the battery. Its also CANbus so integrates with my Victron using a special cable and I can see the amperage, voltage and temps the WS500 reports.
Unfortunately my alternator is basically useless as I have a 48V battery system now and my 48V inverter plugs into my 12V inverter and battery system so it should always be charged. Still thinking of a way to program the systems so I can use alternator power and have 12V inverting while driving
Jeff and Lindsay
91 Marathon XL -
I have been getting a LO PS indication on one of my Crusieair units, so I went to add some R22 today. The units have not had to be serviced since I purchased the bus back in 2014. Reading some of the posts here it was reported to turn the service valve on the suction side CCW to open the valve to add the R22. On my unit I had to turn the valve CW to open the service valve. (Full CCW is closed). Did they put different service valves on the Crusieair units? The charge seemed to work, filled until the suction line was “Beer Cold” and internal was blowing at 48 degrees. The valve opening direction threw me off and was curious if anyone else ran into this.
Alex
Jeff and Lindsay
91 Marathon XL -
That’s good to hear, I like the Magnum’s Don did you have to heat your Batteries? when it’s cold ?
Jeff and Lindsay
91 Marathon XL -
You may be just as well off to locate a s60 knowledgable mechanic for your particular situation. They may need Prevost specific guidance as to where things are located such as diagnostic port.
Jeff and Lindsay
91 Marathon XL