[Jerry]

Jerry,

You asked kind of a trick question. Others should jump in here because they may be set up differently.

The normal chassis range for air pressure is going to be a 90 to 100 PSI compressor cut in, with a 120 to 125 PSI cut out. That is more than enough air pressure to operate the braking systems and level the coach for driving or when on a campsite.

Your auxiliary compressor set points are determined by your converter or you depending on what you need and how you use it. I set mine on the low side which is a 60 PSI cut in and 80 PSI cut out because I have no need for any higher pressures when parked. Notice I said “when parked” because unlike your set up I do not want the aux compressor kicking on when the engine is running.

I have noted that some owners have an HWH system for leveling, and the way their system is set up it is active when they are parked. In that instance a high aux system pressure is required otherwise the coach will never remain level because it usually takes a lot of air pressure to raise the steer axle. As a practical matter however that automatic leveling feature is only masking suspension system leaks because if the suspension is leak free if the key is off (along with the HWH) the air is locked in the air bags and the coach will remain level with no help required from the aux compressor.

Except for the suspension the only air pressure required is typically for slide seals, generator air bags, bed lift, pocket doors or the dump valves, none of which take a lot of pressure.

[Jerry]

Here are a few photos of the Pelican Pizza Party Prevost Participants. (I ran out of words that started with a P)

[Jerry]

The engine air compressor kicks out when you hit your 125 rating and does not kick back in again until you get down around 100 pounds +/-. I can’t tell from the pics but did you let it drop enough for the compressor to kick back in? I had an air line that somehow was too close to an exhaust run (or did it rub on something) and eventually caused a leak. The air gauge going up and down while driving and not touching the brakes was the indication that something was very wrong.

[Jerry]

Yea, that’s not fare ! Our Liberty had the nut on the back and I had to go through the air vent to reach it.

Progress is a good thing ! Glad it was that easy Tom.

[Jerry]

First was a 89 XL 40ft second is a 98 45XLE with 3 slides—-2 bedroom-1 ea 168inch salon area…Bob

[Jerry]

It happen to me a couple of weeks ago in Gallup,NM. I called Frank and with the use of facetime he showed me what to do. Thrn when I got back to MCC he fixed it. So give him a call.

[Jerry]

MM,

You need torque, not HP in the situation you describe. What you describe is trying to lift what is going to be 55,000 to 59,000 up 500 or 1000 feet or whatever the elevation change is.

Maybe there is a Newelll in your future.

[Jerry]

Need to make a purchase soon for over air.. my problem I preferr nothing on roof..

[Jerry]

thanks Pete, I’ll give the a call in the morning.

[Jerry]

Every one shares a Prevost chassis so in that respect they are equal to anything out there.

That leaves the conversion part of the coach the only thing that has to be compared, and answering your question is almost impossible. To begin, any conversion has to be one you like and already you get into personal preferences for floor plans, colors, type of decor, and all the little things that make us like a conversion or dislike one.

I suspect all mentioned share a great deal of similarities so if you begin evaluating them on the basis of systems they are going to be similar. All are “orphans” except Parliament so those that use systems such as Crestron could pose a problem unless you have the source codes. The age and complexity of the systems however will determine if that is an issue.

They should be available at lower prices than existing converter’s coaches but only because of two reasons in my opinion. First, regardless of how well done they are, the market does view “orphans” as less valuable. That doesn’t mean the marketplace is right, but it does reflect how it values the coaches. The second reason is while each is certainly serviceable there is a value in calling the folks that built them and asking questions of the converter. If the converter is no longer available, as an owner you have to find out from other owners of the conversion who they have used for service and if there are any people who used to work on the coach available to do repairs if needed. Networking with other owners is the alternative to having the converter’s 800 number.

As to value and depreciation, it is probable they already have taken a hit in price, but that might be because they started out cheaper than established conversions so it can be expected they are always going to have less resale value. I have never heard of low volume converters promoting their coaches with higher prices than more established, higher volume converters. They seem to promote their conversions more on price than anything else.

[Jerry]

Good point Truk, the nozzle is easy to change.

I changed mine a few months back.

Get ready, I’m sure you’ll hear from K town soon!.

[Jerry]

Ronald don;t know about the slide question but the horn blowing last night was all those parked on the campsites are Auburn fans and the score must have gotten close right at the end. We heard it also so I asked this morning.

[Jerry]

Yippee, another Liberty owner… Welcome aboard and don’t let the Marathon guy’s pick on you.

You are about to find out there is NO comparison between a Prevost and Plastic…

[Jerry]

Peter, I did. I’m trying something else now, I turned the HWH on automatic, and going to see if it stays level, with no aux air on, so I’ll see what happens. Just trying to narrow it down.

I have a feeling it won’t.

[Jerry]

If it is dropping you have ruled out the HWH.

The Norgren valve can leak through the valve itself so air that is supposed to be blocked can flow (think of a leaky faucet) or it can leak out past the end of the spools and out the end caps. If it is leaking out the end caps from air leaking past the end of the spools, given enough soapy water you will see the bubbles. If it is leaking through the valve you will hear that through an unltrasonic leak detector or if you have a TX bubbler or a gauge to watch system pressure drop you can find those leaks.

Chasing leaks is not for sissies. You got at least one, and maybe more and only through starting at one end or another and then working up or down the system one component and fitting at a time are you going to find the leak.

At this point given all you have gone through I think I would remove the supply line to all 3 air bags on a side from either the first air bag, or the 5 port Norgren and change the fittings so I could pressurize the 3 air bags and measure pressure loss if any. If no loss of pressure the 5 port Norgren would likely be the issue.

Conversely if there was an air loss then I would move to the next air bag in line and measure air loss, if any.

It is a painfully slow process when you are unable to find a leak the easy way, by listening or using soapy water.

I’ve been through it, Tom just went through it, and Hector has almost gone through it to the extent his bus will still not be leaning when the Pyramids are nothing more than a pile of sand.