Marshall
Forum Replies Created
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Th key Jon is that Li and AGM they are never combined except when an external charge current is present. Under that condition the Li bank will not discharge trying to bring the AGM bank up to the same voltage. The Li bank will charge more quickly and the BMS will shut it off sending charge current only to the AGM bank. The presence of the AGM bank protects the alternator diodes from voltage spikes when the BMS shuts off charging to the Li bank without introducing any additional electronics. This moves us closer to true drop in replacement.
By using the Li bank for the heavy draw loads like running the refer and other appliances you get the benefits of the higher voltage regime of the Li and less voltage sag but you do not need to loose the remaining life in the AGMs as they only supply the lower amp draw circuits like LED lights and the like.
Overall one can gain the benefits of Li where needed (high amp draw circuits) without throwing away life still in the AGMs and can do so for half or less the investment of changing everything. Yes, this hybrid model seems to fly in the face of “conventional” wisdom, but so does simply taking out AGM batteries and expecting to be able to replacing them with Li in large capacity house battery banks without introducing a bunch of new electronic gizmos. Drop in replacement seems to work for small house battery banks of one to four 6vdc deep cycle lead acid batteries so long as you protect the alternator from the higher charge current the Li batteries will accept. It is in the large amp capacity house battery banks (the 6 to 8 8D or 4D lead acid batteries) that things get more complicated with respect to drop in replacement expectations.
My original articles touted full replacement but I got a bunch of push back from people asking for a lower investment way to get started replacing these larger banks on things like our bus conversions. I won’t be able to document the benefits and issues until I get a chance to try this hybrid model in the real world. May turn out to be a dud, may turn out to be a logical, less expensive way to make the transition from lead acid to Li. Only time will tell.
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I can fully agree with that. It is often quicker and more economical to replace things like air bags and valves than to spend hours chasing leaks once they get past a certain age.
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It appears she went in through the holes in the six air cover as they are round, her body was found near the inverter shorting out one leg of my shore power as well, power is now back up and air compressor is working, now to fix my latest lean while in road mode on the left rear as it is dumping when in road position key on
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Wow! You are certainly passionate about this plan.
kinda reminds me of some guy named Chief that completely tore down an older Prevost XL and rebuilt it inside and out. (I think he spent 4x what I have into mine)..he also documented it on YouTube. You might google that and get some ideas. Please update once you get going.best
Todd
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Thanks for sharing that. I just assumed that the drive and tag axle used drum brakes. Apparently later buses used disk brakes on the drive and tag axle as well ?
What was the HP rating of the 12.7 in a 1998 H3-45 ?
What are the engine differences to bring a 1998 up to the power of the later models ?
Would a 1998 coach be multiplex or non multiplex ? What should I prefer ?
What other changes have occurred in these coaches over the years ?
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The last time anyone was frantically waving at us, we were on fire.
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when I get back to where it is I will post a pic, I assumed it was an air pump however it could be a drier???
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My bus had the wrong bags on the front(non-Mae West) and wouldn’t raise above normal ride height. Folks here on the forum convinced me not to buy the steer axle bags that Prevost was trying to sell me. I listened. Art listened, and others have listened. Now our bus will raise 4″ above normal ride height.
Here is what me and Art(and others) have put on our bus. Me and Art have 40 footers with rigid front axle. I’m not sure what a 45 footer takes or a 40 or 45 footer with IFS? Hopefully someone will speak up.Steer x 2 – Prevost# 630259, GY# 1R11-244(MaeWest)
Drive x 4 – Prevost# 630104, GY# 1R11-088(DoubleFlare)
Tag x 2 – Prevost# 630259, GY# 1R11-244(MaeWest)
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Chad, Make it about noon or just a little after Eastern. I’m gonna be on an airplane earlier. Thanks.
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Replacing a radiator on a late model XLII is rare and it surprised me. But a CAC is not uncommon.
I replaced my CAC and to do that I had to pull both the radiator and CAC because they are mounted together in an assembly. I did the CAC replacement in about 8 hours alone without the aid of any lifting devices, but did have to make a “bridge” to support them as I swung the assembly out of position.
Make sure you get the CAC with the million mile/seven year warranty. The OEM CAC is junk.
Our radiators can be recored if in fact it is in need of repair or replacement.
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That is all it takes. Unscrew the two pieces and screw them into the new one. There is a check valves behind the caps.
Chuck
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Rebuilt radiator support structure
Cored out radiator myself
changing to elf coolant
Changed 50dn seal
found air bag leak (again) changing to compression
Had profan rebuild fan drive- could hear bearing from drivers seat as a rumble, not a squeal
Cleaned up structure in radiator area
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I was in Nashville yesterday (sans bus) but drove up to Goodlettesville just to see the sad state of the bus world. For those of you that have been there this description will make sense.
As I expected, the rental spaces to the right when you drive in were mostly full with entertainer buses stored in their paid spots. What I did not expect to see were two shell buses parked across the drive aisles in both the front and rear of the facility, completely blocking access to the southern portion of the facility, thus keeping anyone from using the spaces in what they call their campground. When I left the facility and headed south on I-65, I could see that there was one entertainer bus parked in these designated spaces. The rest were unused.
I’m sure there is a good reason for this and I have always experienced pretty good customer service here. Perhaps some of the smaller entertainer owners were squatting in these spots. But, if the motorhome customers are “keeping the Prevost service centers alive” during this time period, that is not exactly a welcoming gesture.
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Here’s a great 15 min utube video that Gil made about changing the fan clutch. LINK
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This (and maybe all) Marathon is front axle heavy. Yep 20KW gen first bay driver’s side. 6 4D house batteries opposite passenger side. 3 CruisAirs behind front bumper.
Otherwise there was only me, nothing at all in any cabinets, fridge (off) etc.