Marshall
Forum Replies Created
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We show same model years, but without going out to check I may not have that feature. The one I referenced is on the slide air manifold and I can manually retract the pins, but have no way to engage them (I think).
After my chassis was built Prevost changed the slide control to multiplex and there may have also been the change to one pin.
My coach has a pendant so if I retract the pins and exhaust the slide seal pressure I can use the pendant to run the slide in or out. Prior generations of slide controls did not have the pendant.
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Chuck, it sounds like the tires have been ruled out as a source of vibration which suggests to me it is an issue relating to other parts of the coach that are rotating. Has the driveshaft been removed and replaced? How about wheel bearings as a possible source, especially if there has been a hub seal replacement?
Are the engine mounts OK? I got nothing else.
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Good idea!
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Did lead the TSD Open Road App onto phone and it does give you the map and the stations located near you and the pricing for the day.
Thanks for clearing this up.
Another Question:
Does anyone have experience with the EFS Fuel Card vs. the TSD?
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Reference …. showing tire is properly centered on rim.
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Not sure what type of shop you have, but moisture can be a challenge, especially when warm spring air hits the cold thermal mass of the concrete floor in the shop after a long winter. Same as the moist air hitting the cold bus. We do have a heat pump for the shop which does remove moisture in the summer when the A/C is on, but in winter we only run it enough to keep the shop around 44 degrees when we are not up there, not always enough to remove the moisture. We have a separate de-humidifier purchased from Lowes that has a condensate pump so we’re not emptying the bucket. We run it through the condensate drain for the HVAC. I will say that if you purchase a de-humidifier, I would purchase the more energy-efficient model. We were not quite prepared for the more than expected increase in electric for the standard model. while the older coaches are a little more tolerant of moisture and maybe some light corrosion on a connection, newer coaches are a rolling computer and are much less tolerant of a bad connection and the added resistance. We keep the shop humidity about 45% and also keep the electric toe-kick heaters heating a bit more than the shop temp. The reason for keeping the entire shop de-humidified is because moisture on the outside of the coach we can see is far less concerning to me than the moisture forming in places we can’t see. Way more than you wanted for a response maybe, but this is what we are doing. We used to pump dry air 40% RH through aircraft when they were parked and our avionics discrepancies dropped significantly.
Best Regards,
Stephen
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I did not get antifreeze yet, so I can google search OAT antifreezes any links? Looking not any prices just info, What is Noat? Peak has Oat and Noat can you buy it in concentrate ?? lots of info no prices and where to buy it
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It has been a while since I got deep into the OAT and conventional anti freeze with SCA’s, but at the time it was universally agreed among the manufacturers of the OAT coolants that the conditioning filter should be blank.
The technology of products changes so while some OAT coolants may require or accept conditioning filters with some additives I would not want to make a statement for or against that unless some coolant manufacturers have a need to have their chemistry maintained by some means such as a cartridge.
What was the gospel at the time OAT coolant pioneered by Caterpillar was introduced is that adding SCA’s to the coolant either by a cartridge or a bottle of additive converted the coolant to a 2 year product.
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Art, if you are planning to use 6 year coolant the cartridge needs to be a blank. The six year organic acid chemistry will not work if the cartridge has additives.
If you are going with 2 year coolant it is a conventional chemistry and it needs a cartridge with SCA’s that it releases over time to maintain the chemistry.
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Hey Jeff thanks, no my bus is equipped with an smc valve, but luckily my bus is equipped with an emergency manual fill so I was able to fill my tank while repairing the valve.
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The settings for the alternator regulator that I have seen in various Prevost service manuals is 27.7 volts.
I would strongly suggest not changing that.
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The button functions properly – cruise control works fine – however the light on the DECEL button stays on constantly when driving
Warning that future gremlins have invaded?
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This happened to my extended family’s entertainer XL a few years ago. They were towed back to Prevost Nashville. At the time they were told it was extremely rare. The mechanics could only remember that failing on one other entertainer coach.
I remember my cousin telling me the engine was running fine and it just quit pulling. They first assumed it was a transmission failure of some kind.
Interesting coincidence, their drummer at the time had been on the other bus when it happened. Any drummers on board, Jeff?
Davy
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Steve,
I don’t disagree that current coaches are more complicated on the house side than they need to be. But it’s what the people buying the new ones want. it’s all the bells and whistles and electric this and air door that… But we have a 2007 coach we purchased as second owner in 2012 Put well over 100k on it with 3 kids and a dog and candidly I am surprised more stuff hasn’t broke. I am probably going to regret saying it but think about the fact that a large percentage of the creature comforts that are included in our buses where eally designed to run down the road. Things like Tvs. microwaves, dishwashers, crestrons DirectTV recievers. I’m running with my 2007 originals on all that kind of stuff as well as pumps, water heaters which I would assume could have orgins on the marine side… But from my perspective, I am well pleased on how our bus has aged. Recently we have considered upgrading but we love what we have and for now decided to keep what we have. I often think about if we ever decide to build a new one…. what would I keep what would I eliminate?
Bill
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Working on our own coaches is going to be difficult or impossible with regards to electrical systems or electronics.
As coaches get newer the electronics on them is proprietary and nobody is going to provide the codes to allow an owner to work on the coach. That means Detroit, Volvo, Prevost, and the converter. All have proprietary software and to change engine programming, to change to a different type of headlights, or to change the TV all will require the manufacturer to do the programming change.
We can still change fluids and filters, we can chase air leaks, we can replace air bags and shocks, but if it involves electronics we have a problem.
Converters are reluctant if not refusing to provide systems information because over the years competitors were stealing ideas from each other and they just aren’t willing to provide access to the details. Servicing coaches is a revenue source so that just adds more reasons why they are not going to share.