kirk
Forum Replies Created
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Looks similar to Marathon setup. The shelf in your pictures has to come out and so does the bed. Marathon access is 4-6 hrs each way to access.
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There a 2 psi gauges on the dash and one on the electric air compressor, the electric compressor works and pumps up to 100 psi and shuts off but there is a dandy leak somewhere and cycles every 10 minute or less. I will need this to not leak with a vacu flush toilet system. Not even sure where to begin on looking for that leak.
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Good Afternoon!
the bus will sorta hold air pressure on both dash gauges, it sat overnight and it has 70 psi on both now
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Thanks Don!
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crafty b, here is a PC thread link you might find useful about the 5 stack, its armatures, and coils.
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Yes the ignition sw is keyed. But if I lost connection in the sw wouldn’t it have killed the engine? I did wiggle the key with it running and nothing happened. But it does feel pretty sloppy.
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We need to start another thread to discuss pneumatic system moisture prevention.
The Prevost system when properly maintained works well and provides air as dry as the Sahara, But no converter, none, nada, zip, not a one has provided one of equal quality and capacity for use with the aux compressor that feeds the coach accessory system.
The worst part is how much each converter’s system will vary from the next so there is no single best solution to keeping air from the aux compressor dry and out of the accessory system.
Adding to that is most owners are not even aware of the problem.
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If Royale used a JunnAire Compressor on the unit, check the JunnAire compressor oil water separator to be sure it is clean and empty. The JunnAire used SJ27 il and the oil will eat anything close to rubber or plastic.
If it has a JunnAire I would suggest changing it to a California Air compressor to get rid of the SJ27.
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It is a empty shell right now. It was originally converted into a class room by Nashville Coach. Very basic conversion. I have it gutted right now and I have not found any places where they tied in electrically to the prevost systems.
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Hello Jerry
i don’t think so it looks to be a factory installed system.
I think we have tracked it down to the rear norgren valves. -
Tony,
I assume you’re talking about the toll window on your H, it’s a bitch to fix. Mango just did his last year, if you want I’ll hook you up with him.
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I just pulled each coil and they all look the same and have 12 on the side of the body. I does have enough air to shift the front norgen valve in drive mode to raise the coach.
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Crafty, Jon, to whom all it may concern.
I just got off the phone with Art. He told me his 97 Royale “5 stack” is just like my 96 Liberty “Classic”. All 12v coils except for #3 which is 24v.Art’s busy at the moment and will chime in later. -
This may be breaking a sin because I really hate to see re-engineered coaches (by owners), but I think if you do not want to lift the tag axle ever, put a plug in the two 3 port valves between the tag and drive axles. That way when the old logic shifts the valve, air cannot escape. You can stilll use level low to lower or raise the coach.
The only reason I say that is because the change was about $1800 20 years ago and is likely a lot more now. Even if you do it yourself it isn’t cheap,
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When you have full accessory ir pressure, key on, level low set to the road or ride position you should have a lot of air flow coming through the middle solenoid valve.
That air is “signal” air and it goes to the actuator on one end of the 5 port norgrens that have an internal spool that shifts when pressure is applied. If you lack air flow the valves will not shift and the ride height valves will not supply air flow to air bags, or will not exhaust air from them because the norgren valve is not shifting. The ride height valves get their air supply directly from the accessory tank, but the signal to the norgrens comes through the manifold. If your manifold is getting and passing air to the norgrens then you have to verify air is getting to the actuators on the end of the norgrens and if it is, the valve is not working,
They are repairable but often the new ones just make more sense, but at over $100 apiece you need to open them up or at the very least bench test them
The end actuators are numbered, like 12 or 14, and when air is supplied to them it opens the path to the corresponding numbers, like if you put air to 12, there will be an open air path between 1 and 2.