Joe
Forum Replies Created
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I have accumulated 35k on my 2013 X3-45 and I like the Volvo over the 2012 H3-45 with the Detriot series 60.
much quieter and less engine vibration, fuel mileage about 6.3mpg @ 65 mph towing a 2014 GMC acadia.
Most of the engine issues have been emission sensor related ( egr, dpf, and def ) and from what I hear from the repair facilities almost all post 2010 engine manufactures are having these problems as well. Most of the problems have been determined to be cold weather and altitude related.
Prevost has been great in resolving my downtime delays,
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These are not directional tires far as I know…hell even on motorcycle road race tires that are directional I see people flip rears to get more life out of one side of the tire.
I think once a tire gets a wierd wear pattern from a problem that gets corrected, getting it to stop that wear is a problem when kept in the same position, a steer moved to rear would in most cases stop it I think. No expert, just my personal experience.
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That has been my experience as well, rotate steer to drive and it solves wear problems. I did this on my Duramax Dually that was very heavy and often started getting funny wear on the fronts.
Also, I found that running the drives for awhile and then putting them on steer made the front last much longer and wear better. I later heard that car haulers had much better success putting a drive tire on the steer after about 20k miles or so on the drives, guess as they are really heavy on the steer axle all the time.
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Davy, had the same thing happen to me after a service job. Bus would cool okay until I got running about 55 and would heat up. Made it home and mechanic noticed that somebody had monkied with the valve. Didn’t know it had one for belt tension. Now I do. Things you learn.
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I have read quite a bit of the information on this site as well as Prevost related information. Watched videos on YouTube and any other information I can get my hands on. At 42 years old my patience haven’t matured to level where I can go without my coach during college football season for that long but better than having issues created by someone who doesn’t understand the system.
I am taking the coach down to the DFW Prevost Service Center for the air system work and I am going to replace the entire system due to its age–all bags and related items to get it updated. Just a PITA to get it down there but worth it in the long run. Thanks for the input.
Making my punch list now to get it updated on some other items as well and going to add an awning.
Boomer Sooner!!!
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I have been waiting to see what Ramco has come back with on this.
I guess I see how concerned they are with the quality of the products they offer.
i hope Prevost as a company understands the position Ramco has taken here on PC with the issue
that they said they were concerned with.The Great Part about this is the fact that the power of this group creates the abilit to address a bad situation and try to make it more palatable.
strike out for RAMCO.
first base PC, with potential win for members.
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One of our members, previously mentioned by Les, owns Space Coast Plating. We have had had several emails and it appears that he will announce a service to replate the Ramco mirrors. The cost to replate the mirrors is extremely small compared to the cost of replacement. It has been stated that the plating quality exceeds that of the original quality and owners should expect a much longer life than is now being experienced.
The mirrors must be dis-assembled prior to shipping to Melborne FL. In the near future details relating to the program will be announced, and we hope to be able to put together a photo tutorial on removal and the dis-assembly of the mirrors for shipping.
PC members will receive a discount from the already low cost to replate. Stay tuned because as we do all that is necessary to put this program into effect we wil post the progress here.
In the meantime if anyone has removed their mirrors and has a summary, including photos, of the process we will be very pleased if you could make that available to PC members via an article or copies of photos that can be made into an article.
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That’s great to hear, we’re glad Tradewinds is one of our advertisers. Interaction on the forum by our advertisers is a big plus to members in building confidence in service and upgrades.
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Grizz,
Suggest you include your year and converter in your signature so folks with similiar coaches can help.
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Then, its 55 amp 110v
30 amp in US campground are 30 amp 110, not 220
50 amp in Canada is 110 amp not 220 v
Princess 110 cooktops work off of 110 single leg, 30, 50 or whatever amps
Single leg amps will not power a Gaggenau cooktop, or more than one cruise air which is 220
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I would bet he doesn’t know what he is talking about.
55 amps total both legs means they would have to have a double pole breaker that is 22 1/2 amps per leg and it just ain’t so.
Every RV park in America has at least 30 amp service which means each leg is 30 amps.
Now the continuous duty rating of a breaker may not be the total rated capacity, say at 80 percent duty rating means in actualality a continuous duty of 24 amps.
Jon or someone knows what these ratings are.
But the guy is wrong.
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Thanks Gary. I think that RV Surplus was their old name.
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Generally speaking an air dryer cartridge needs replacing when you see an increase in the moisture drawn from the wet tank when it is drained. I average around 5000 miles for air system draining and typically I get no moisture to perhaps a teaspoon full. Cartridges are changed about every 2 years.
Another clue the cartridge is in need of replacement is visible oil residue on the coach frame around the spitter on the air dryer. The element in the dryer tends to trap the oil (a small amount is always present from the compressor) but when it gets coated with oil it no longer functions as it should and then you begin to see the residue on the frame, along with some visible when draining the wet tank.
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Progress report……….
The chassis when delivered did not fit. It wasn’t even close. But Brent, the owner of Fatman Chassis picked it up at the restorers along with the car body, took it back to his shop and made the repairs necessary. It was delivered a few weeks back and now the project is moving ahead again.
The 302 Ford engine is bolted to the new Tremec transmission. The engine and transmission are mounted in the frame. A few days ago I brought several tow bars to the shop and we decided which one we will use for towing, and how it will be mounted to the car. We will add receivers welded to the chassis that will be out of sight. The tow bar will be modified so it will slide into the receivers for quick removal when we unhitch.
It is all in the details now. Everything is being checked for fit because once it is assured everything will go together it all comes apart and the painting and final assembly can begin. The chassis is strong and now that we know all the mounts line up we are checking everything including making sure the car will sit at the original height and that we can change tires, the doors line up perfectly, that we have the necessary clearances and that the new front seats, steering wheel (a tilt wheel no less), foot pedals are all in the right spot and that we have thought of everything. It is a big project.
The bottom line however is we are getting close to having a new toad. And with the exception of the body being 64 years old it will in fact be new.
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Replacing smaller sections of mirrored material probably doesn’t require any special considerations other than where to get the material to do the job.
Where I would use a great deal of care however is if I were to consider replacing larger ceiling sections one of my first calls would be to the converter. There is obviously a safety issue to consider because you do not want a large ceiling piece to dislodge itself. But there would be a concern nobody discusses but has to be recognized and dealt with and that is how to deal with the growth of the coach. (or shrinkage). As our coach gets hot such as in the desert Southwest in the sun in the summer it grows. It grows a half inch or so. But if the interior is cool as in it is being air conditioned, the interior stays somewhat the same size. Not a big deal where there are small sections, but a ceiling that runs the entire distance front to rear is going to have some joints open or close as needed to accomodate the expansion.
This is not an issue exclusive to the coach. The Concorde SST had its cabin floor on rollers so as the fuselage expanded due to heat the floor would “give” as needed.
My concern is I would want materials that are going to expand at the same rate as the original materials installed by the converter. I would also use the same methods to attach them. Our converters put a lot of engineering into our conversions.