[John]

As Tom points out the battery charging profile is the same as the AGM batteries that were replaced by LiFePo4 batteries.

The batteries when charged always deliver more voltage when in float, but when being charged in bulk and absorb the electrical system voltage is just like the AGM.

[John]

https://www.ebay.com/itm/174067189850

Bill,

If you have any need interest in the regulator i mentioned in the last post look at this link. Its the same unit with a different name on it.

[John]

Michelin now backs tires based on tred depth up to 10 years. I would try to see if they can do some forensics on the tire.

Without seeing the inside I will stick my neck out and say it looks like a “zipper” failure that usually results from having been run at a low pressure at some time in the past. I do not know if you are the original owner of the tires and know their history.

Running tires at less than the required pressure can damage the cords and can be determined by looking at the inner liner to see if it has a dark color at the point of failure due to heat from low pressures.

[John]

Hi Bill,

Given the huge hassle that ensues when your VR fails it seems to make sense not to pinch pennies here. When i had this issue the builders of my unit (Martin) told me not to use the cheap Chinese voltage regulators. They sold me one (Flight Systems Model 634) and walked me through the wiring changes that were needed. They said this was one of the only high quality VRs that would have the longevity of the original Balsar VR634-4. I paid $250 and the support that came with it was incredible. Consider giving Martin a call. They were extremely knowledgeable, patient and helpful. The engineer spent all the time needed to make sure every thing was hooked up correctly. Jeff

[John]

I sourced the hoses and fittings from Murdock Industrial (hosewarehouse.com). Using Aeroquip EZ Clip hose fittings.

The rooftop condensing unit is from Valeo Thermal Bus directly out of Indianapolis, IN.

The Valeo TM31 compressor, low and high pressure switches and drier were sourced from AC Parts Warehouse (ACparts.com).

Rick

[John]

I am talking about the LCD display to the left of the steering wheel. It was showing 11.9 volts. I pushed the Jump Start button on the drivers left control panel and the reading showed it was charging up to 12.3 volts. I called Marathon Coach Tech Support and was told it was charging the chassis batteries from the inverter charger. He said it would not hurt anything to leave it on as it will go off when coach is started. After 2 hours the screen showed 12.9 volts. I think it should read in the 24 volt range. On the Tech link screen on the TV at first it was charging at 55 amps but 2 hours later it was down to 10 amps charge. I am going to get a 24 volt charger to mount by the engine. Does anybody have pics of how they mounted and wired a charger for the chassis batteries??

[John]

Now i need to make a temporary plastic cover to go over the hole so I can clean this area all up. I also wanted to mention, there six bolts holding the alternator on, 5 of them are 1/2″-13, there is one at 6:00 that is 3/8″-16. This one was rounded over, and one of the 1/2″-13 nuts was missing. I started to notice oil was getting on the side of the transmission, not enough to hit the ground. This is why. Once I get everything cleaned up i will make an aluminum cover and a gasket.

[John]

Today is the day. 50DN removal day.

[John]

Tossing the Star out of bed, pleeeasse. That should be a supply for Jon’s garden.

Bill Jensen told me 2 settings, low is 4 cylinders and high is 6 cylinders. I’ve never driven a Prevost, SOB coach or big truck with a Jake that would toss anyone around let alone spill your coffee.

[John]

Mike, yes i do.

[John]

Thanks Jon! Will do.

[John]

Mike:

Had my compressor seal go about a year ago. Prevost Winter Haven, FL did it..

Chuck

[John]

We will be there (3rd time); Since we can’t buy a new one, still trying to figure out which features/design fits our needs/wants; Looking to buy in about a year

[John]

The action on the lights on the toad might be a red herring.

The starting point is to verify the bus lights operate as they are supposed to. Begin there with the toad disconnected.

If all is well assuming no obvious problems are found on the toad, is to determine if the toad is wired correctly. In the olden days when Tom was not driving a G.O.A.T. cars were simpler. Now with cars with multiplex wiring and a lot of control modules cars may need special harnesses with diodes to prevent feedback that can make things fail to work as intended.

[John]

Current production coaches and going back to at least 2005 chassis years the hubs are sealed bearings. There is no service possible or required. If they make noise or are loose they need to be replaced.

I do not know how to determine the root cause of fires or on the road failures. There may be statistics and data that can be used to arrive at an answer, but I have no clue how to find that info.

I do know from decades on Prevost forums owners and probably commercial drivers rarely do a detailed pre-trip inspection and just doing that inspection is going to identify potential issues. One common problem is low tire pressure. The tire pressure monitoring systems are invaluable in minimizing this as a problem unless it is ignored. But a TPMS without reliable temperature monitoring will not help with having other valuable information. A set of over greased brakes may not allow the brake discs on coaches with the Meritor disc brakes to retract. That will allow over heated brakes and other associated potential issues.

A poorly done hub seal replacement can be a serious issue with nuts too tight on the hub causing bearing failure. Prevost lists exactly how to torque the nuts as well as the specification for tightness. Not all mechanics believe the words in the shop manual and their “wisdom” has the ability to create serious failures.

Before TPMS became prevalent it was a good practice at every stop to use a IR gun to monitor tire temps and hub temps. Under normal circumstances with tire pressures set to the pressures listed in the charts based on weight a driver would see nearly identical temps on every tire and nearly identical temps at the hubs. As soon as one was found inconsistent with the others it became a sign of everything from a dragging brake, bearing failure or tire issue. Who does that anymore??????