[john]

Can you describe how you isolate the alternator from directly charging the lithiums. My understanding is the low resistance of the lithiums will result in too much current from the alternator if batteries are in low charge state. How did you supply both 12 and 24 volt?

Thanks

[john]

It’s great that you can cut off the air in case of a leak but now, with no air in the seat, how do you see over the dash board? With no air the seat is sitting on the floor!

[john]

Here’s how I do it on my Meritor brakes:

Remove cotter pin

loosen nut 2 to 4 turns

push IN on nut

slide pin out

[john]

Replace a 80K btu system with a 20-30k btu system?

[john]

I think that is where the bidding is at at time of the screenshot.

[john]

When i click on the second topic it takes me to the chassis post.

Something odd is happening

[john]

Thank you

[john]

Hello Jerry,

where did you get the glass spacer/seal to reassemble and did you either pull a vacuum or insert nitrogen when you put the two glass panes together. I am considering doing the entry door glass on my bus.

thanks

Alex

[john]

No thanks. Too expensive and that just keeps going up.

[john]

Think Tradewinds bought the rest of AAP’s stock. I paid $4,600 for a used rebuilt AAP unit with a 90 day warranty about 3 1/2 years ago.

AquaAir has purchased all the materials in bulk and going into production. I will be getting the first unit out installed in my bus in the end of June.

AquaAir tested the unit in a small plywood box that had a small intake and was placed 3″ off the floor to simulate the conditions of a coach being lowered. Ran it for a month, all PSI readings were good, ran around 11 to 12 amps. Unit will come standard with an Easy Start/soft start.

Chuck

[john]

Yes, atf lines came from Prevost.

I have no plans for any special purging of the atf lines. The tranny has a positive displacement pump in it and it will force atf thru the lines.

All coolant valves will be open to purge air.

[john]

Thanks for the information. I should of been more specific. I’ve been using the “superheat” method for charge. The “app” name is “Supercool” (sorry I thought it was Subcool) or something like that, but it does fixed orifice or TXV calculations for you. I’ve been using fixed orifice for all my charging.

I think the thing that throw stuff off is the de-superheat (HGB) valve. I’m not 100% sure my issue right now is the compressor, but sure seems like it.

I’ve looked at this compressor in the past but didn’t pull the trigger until I was more positive it was my issue. I guess it couldn’t hurt to pick one up anyway if I can prolong replacement of a complete unit down the road by having a spare.

[john]

diving in a little deeper, referencing the Prevost diagram for my bus, what’s the purpose of the bypass path around both of the 3-way Norgrens on the steer (orange arrows)?

My understanding that if the suspension is dumped (HCV are open), on start-up with the LL selector in drive, the actuators on both the 3-ways are going to complete a path through the Norgrens allowing air to the bags. However, the diagram seems to show a bypass around the Norgrens?

I’m sure I’m reading it wrong, but that’s what it looks like to me.

[john]

It looks like my 50DN was originally 24v and somehow switched to 12v so maybe there’s a way to switch them to 48v.

With that wakespeed I’m able to pull around 3000w from my alternator so can charge up my batteries while driving which was great this weekend as we were out of town for the weekend and didn’t need to worry about plugging the bus in.

I’m planning on 2 Quattro 5000s on 120v 24v so I have redundancy incase one breaks or something. 48v is definitely cheaper and allows twice the wattage in same gauge wire but not sure if it’s worth losing the ability to charge while driving. 24v to 48v DC chargers would work though

[john]

agreed. worth the $100 at POG