[John]

That was harsh.

[John]

Hey, ya drive off in a new Millennium you get to put up as big a picture as you want!

Beautiful coach btw.

[John]

Beautiful coach. Paint is out of sight.

[John]

I replaced the ECM on my DDEC III last year. It came with a rubber cap plug for one of the spaces, I do not remember which one. I was warned not to drive without it, because water would be ruinous.

[John]

Wow John that’s a beautiful ride.

[John]

Cathie,

Please give the computer back to Dick, we’re not falling for it!

Mark

[John]

Where were you measuring the alternator output? You need to check it at the alternator first, then follow it down line. The alternator may be working but not reaching the battery… Just a thought

[John]

Great Topic. I was pretty sure that a good amount of Prevost folks would be into aviation 🙂

My list is even shorter..

first and only..

LearJet 135A

twin turbo fans w/thrust reversers

extended range

Todd

[John]

Hey Ron welcome, curious how old are you? I’m 36 thought I was the youngest lol. Congrats on the bus it’s beautiful.

[John]

Art,

Found this information in the Prevost parts manual for XL coaches,

E638 Up To J621, Cap, Filler 7 PSI.

J622 Up To X6383, Cap Pressure / Over 14 LBS.

X6384 Up To Y7045, Cap Pressure / Over 14 LBS.

Just passing along what I found.

[John]

Similar to what I had with my 94 Liberty 8V92, but I could get the pyro’s above 1100 and I was very careful not to do that. The engine had a rebuild not to long before I bought the bus from Brian and he was very careful about EGT and we both followed the rebuild shops warnings about EGT and high temps. The Pyro’s were very accurate and useful in confirming jake performance as Jon pointed out.

Nothing sounds like a 2 stroke and it was sooooo smooth, still going strong today.

[John]

To cool and maintain cool temps in any coach regardless of the type of house A/C units being used there are certain things that are going to help.

The first an owner has no control over the number of A/C units used. Entertainer coaches typically have 5 roof air units. Given normal BTU ratings of between 13,000 and 15,000 per unit there is up to 75,000 BTU of cooling power available.

As a reference point OTR systems range in performance from 80,000 plus on older 40 foot coaches to over 100,000 on newer coaches.

Motor homes typically have 3 A/C units on 40 foot coaches (up to 45,000 BTU) or 4 A/C units on 45 foot coaches, (up to 60,000 BTU).

The message here is simple. Trying to cool a heat soaked coach using only house A/C units is a challenge, and in some cases with strong sunlight, high ambient temps, and single pane coach windows it might not be possible to adequately cool a coach interior because the coach does not have the needed cooling power.

The first and likely most important step in cooling is to not allow the coach interior temps to rise. If traveling, use as much A/C power as available, including if required OTR, driver’s air combined with converter installed air, and if required as many house air units as required.

Keep sunlight out of the coach. The sun is going to heat up surfaces it hits, so block it with shades or awnings. Especially avoid black shades. A black shade in the windshield, with the bus pointing toward the sun will throw so much heat into the coach no house A/C unit will overcome the heat generated by the shade. It is like running the Webasto while trying to cool the coach.

In the case of Cruisair units cool air is especially important. Unlike roof airs which have little in the way of obstructions CA installations are usually buried deep within the underside of the coach and may not have ample unrestricted air flow to or from the CA condensing unit. So it is important to make sure the intake and exiting air flows are not affected by dirty coils or bent deflectors. Also insure if there are baffles needed to keep hot exhaust air from being drawn back into the air intake that they are where needed.

When ambient temps are high all condensing units lose efficiency. In the absence of cool air larger condensing fans might help. At least one Prevost owner solved his problem (he was from Nevada) by using a pressure switch in the high pressure side of the condensing unit to trigger water misters that sprayed on the condenser coil. That is beyond what most would be willing to do but is a solution when all else fails.

There have been endless debates about OTR, or no OTR, converter installed systems they call OTR, roof airs, Cruisairs and some bay mounted 26,000 BTU units. But we get what the converter installed unless we spec the coach ourselves, and even then keeping a coach cool may be a challenge. Add to that each owner’s definition of what is a comfortable temp.

[John]

Do you have them on your coach John?

I see and understand the merits of them, and the choice to use them or not comes down to the individual. Clearly you believe the Marathon guy’s opinion was wrong, but when all factors are weighed for most people it might be an acceptable choice.

The folks that need them are those who are willing to drive on old tires, those who are not anal about maintaining the correct tire pressures, and those who like to chat on a cell phone while driving. I put those folks in the high risk category who would probably get a substantial benefit.

But the drivers who watch the video monthly (like practicing stalls) are likely to respond correctly and the need to take proper action may never be needed because those same drivers likely watch tire pressures, do a good pre-trip tire inspection, remove their tires after 5 or 6 years, and probably use both hands on the wheel. For them it might not have a benefit anywhere near the cost.

[John]

Thanks Don.

I guess mine is the original setup. Looks pretty much the same other than my coils being 24v.

Any idea why Liberty would have used the short length of brass tube and solid brass Ts and elbows? I guess it may have been SOP in 2001.

[John]

Art, look at the photo, battery 13.6v.