Kevin
Forum Replies Created
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I would ask (other than standard) when was coolant changed last/no matter the miles. Have air bags been changed–usally a 10 year life span. Tire date codes-again life span. Has cac been changed/around that age there was a problem. Actual year of mfg-not conversion. Get last letter in serial number. Many 60 series in motor coach service get low miles because of cooling system neglect. I have seen them let go under 100,000 miles.Many coaches are known to members here. would not share $$$$ price etc as you could be scooped on good coach. Also records of Norgren valves beeing replaced at that age. Again miles are less of a concern on a lot of items ;age is a factor on anything rubber or parts of the air system. Just my opinion. Most of the items I mentioned run a few thousand to a possible $40,000 engine. Bob
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Dick the ones with lower letters like EM70A are old and have had problems the newer ones
like EM 70D have less problems -
I have done three Sturgis Pilgrimages…… The first was riding a softail custom, new at the time, from California and Back…GAWD…… I remember looking for the rest stops so I could fall and lay on my back, the Nevada and Utah deserts in August are less than fun plus the Buffalo Chip charged us 400 for the week to line up by the hundreds for the few smelly porta potties they had and to sleep in gravel… The next year I cheated, I drug a trailer behind a motorhome and drove the bike in from Eastern Wyoming…still bad. The third, I took my Prevost, left the bike at home, and stayed in Spearfish…pricey but OK. Bottom line, unless you are a dyed in the wool Harley person save your time, your breath and your money. Nothing but a gigantic freak show that does all that it can to MT your wallet.
Truth be known, the area is beautiful, lots to see….just don’t do it when Sturgis is in full bloom…..pricey, crowded and really not worth the effort…just an opinion from one who bought the Tee Shirt!
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Well Sandy, the 3 B’s are finally registered and looking forward to next month! We can’t wait to meet some of the other members.
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Always knew this was a CRAPPY bunch. Pun intended
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Congratulations Corey!
Honesty is the best policy.
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“Other than electrical issues………”
This is just my opinion, but the owner would be far better off to fix the electrical issues because it is a huge unknown.
I know of one coach that was “overcharging” and what had happened was the voltage regulator failed and the coach had runaway voltage which eventually did a lot of damage to the electrical system. I am not saying that is the case on this coach, but if it is in fact one or part of the problem sorting out the issues could be a nightmare.
Only a very gutsy bidder, one who has looked at the coach, is going to offer anywhere near what this coach might be worth.
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Well Jon you need to come to the race track with us and actually visually see what shock changes can do for a race car.We have Ohlins that are double adjustable with 11 adjustments on compression and 11 on rebound,if you think that the shocks will not control roll you are dead wrong!!!The only way that you can experence the Koni shock is to drive a coach with the complete set in the stiffest position,you would be on the phone ordering a set before the demo was over,IMHO.
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Jon,
Check out possible gauges at Classic Instruments (www.classicinstruments.net) and Speedhut (www.speedhut.com). Speedhut is where I got replacement gauges for my “Classic” bus. Both make custom gauges that could work in your stock panel.
And by the way, you must have been hangin’ with Jdub recently. The use of Sheep Metal in relation to car restoration is new to me and I’m not really sure I want to know what it means either!
Oh, and the car is looking really good in spite of it not having a Hemi. I know you chose the engine to “keep it in the family.” Good choice there too.
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We jumped from a 43 ft Toy Hauler 5th wheel all the way to a Prevost. Grew up camping in the “canned ham” campers of old so we’ve experienced the spectrum.
Can’t say enough about it that hasn’t been said here but definitely owners for life no question. My brother owns a Newell and to me even at that level–no comparison.
Safe Travels and Prevost all the way.
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Paid just under $ 700 each for 315s in July with the last week of May 2014 production dates. Thanks for the PC tire program. The $ saved for tires and fuel is a lot more than the dues.
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I can attest that Jon’s pipes DO have a better shine. He had me inspect them tonight, and he is correct that his are better.
No money changed hands for post in case anyone is wondering. I did get next years PC membership for free though.
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David, how about that party at either Everglades Isle or Myaka River Resort next winter ?
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Yep, Li-ion batteries do have a relatively flat voltage curve through most of discharge cycle with a fairly rapid waterfall drop off near the end of their discharge cycle. This doesn’t preclude the use of voltage as an indicator of useful remaining cycle life. However, it would be more difficult.
Li-ion batteries do require per cell monitoring for protection; the MasterVolt battery is no different. I pulled up their manual and they have over/under voltage and state of charge signalling using their communication bus and processor. Given the SoC output parameter is configurable, I would suspect this is used to signal the AGS function. They have both a high and low SoC signals, so the high SoC signal could be used to turn off the generator rather than running it for some some set run time.
The quiet time restrictions can still be an issue. Take for example the Balloon Fiesta, no generators allowed to run from 10pm to 7am. This is not just because of noise, but for exhaust fumes. So, it doesn’t matter how quiet your generator is, you can’t run them. On 12V systems inverters typically cut off at 10.5V and the low voltage threshold for the MV Li-ion is 10V. The good news is that your inverter should cut out before the batteries hit their low voltage threshold. The bad news is that a Li-ion battery will drop from 10.5V to 10V very quickly; maybe too quickly for the inverters to shut down first. On a per battery basis, all cells will be commanded to turn off if any one cell hits a low voltage threshold, so the battery will protect itself; at least in therory. I would still recommend running the generator a few hours before quiet hours regardless of battery chemistry.
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Dear Future…………
Like you I was familiar with and like the Jake. There is no doubt it works well. A retarder was new to me in my previous coach and I had to get used to it. I now prefer it.
A Jake is worth about 50% of the available HP for slowing the coach. So with a 470 HP engine a Jake gives you about 235 HP worth of slowing ability. With a high and low position and the ability to up or downshift there are not many hills that cannot be negotiated without touching the brakes.
A retarder gives you the same ability, but it seems to provide a greater amount of power to slow the coach. Early coaches with the retarder had transmission temperature gauges and it was scary to watch the temps quickly climb when the retarder was being used, but XLII coaches for example don’t show the rapid transmission oil temperature rise of earlier coaches despite agressive use of the retarder.
The retarder has 6 positions and we can manage 8% grades with some downshifting and the use of the 2nd and third positions on the selector. I haven’t had to use the higher positions because the lower three are so effective. Where the retarder in my opinion is superior to the Jake is that if you leave the retarder master switch on, even if the selector is in the off position the retarder is active when you step on the brakes and it is proportional to your braking effort. Hit the brakes hard and you are getting maximum retarder assistance. When people steal your stopping distance it is comforting to know you don’t have to do anything special to get maximum stopping performance with the retarder on.
OTR bus air works in any temperature extremes. Been there, done that and if you can turn a knob or push a button you have just taken care of the comfort in the coach without ever leaving the driver’s seat. I suspect all converters use the same insulation which Prevost sprays in the entire shell. If any converter adds more maybe someone can post that information.