Mike & Brigitte
Forum Replies Created
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Thanks for the input. I was hoping to investigate some of the posibilities but it doesn’t sound like you can get any technical info outside Prevost.
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The Original Headhunter plumbing is left unchanged with the exception of teeing into the line before and after it so the small back up pump has no impact on flow rate. I keep the valves in the lines to and from the back up pump closed except when using the back up pump.
When using the back up pump I close the valve(s) to the Headhunter for the same reason which is to prevent water flowing in a circle.
The Headhunter pump delivers far more flow than we have ever been able to use at one time. We can flush the toilet, shower and do dishes or laundry and never see any change in the water flow rate. The back up pump on the other hand with its limited output can be easily overcome so if the time comes to have to use it we will just have to manage what water we use and when.
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They’re 22 bucks for the blades at Prevost.
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I looked for a simple way to ask Allison a technical question on their web site, but found none. Allison does now call for Transynd or its equivalent even though the transmissions of today are the same as those that allowed the use of motor oil.
I do know the synthetic fluids have a much longer service interval which tells me they remain in good shape much longer than engine oil or Dextron. The Allison service intervals reflect this.
Transynd or equivalent is not cheap, but neither is a transmission.
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Kurt, I am very comfortable fixing things on my coach. It is a rare event when anyone services anything because I like doing my own work and because I can, I more than likely go beyond normal maintenance.
But when I am buying a coach I want it 100% right. All three of my coaches were bought with no known issues. I say no known issues because on our coaches we can always find something to repair or adjust sooner rather than later. For me I don’t want to start out having stuff to fix. A new coach to someone is a substantial undertaking to begin with. There is so much to learn and so many little things to deal with to make it your own I just prefer not to add to the work ahead of me by having to fix stuff. But that is just me.
The flip side of that is to go into the purchase of a coach prepared to deal with whatever repairs are required knowing when you are done fixing it everything is done and done right. A lot of owners have struck some very good deals by buying an underloved coach (but basically sound) and making it right.
Whatever approach a buyer chooses however there is one path I would urge every owner to take and that is to develop a master schedule for maintenance and not only stick to it, but to document everything. Whether pro-active or reactive there is no one on this planet than can mentally keep track of all the work it takes to keep a coach in great shape. I think for those owners who are not mechanically inclined, or who choose to not do their own work that master schedule which can be created from the service requirements of the chassis, house, generator, appliances, etc becomes the checklist for the preventive maintenance that keeps the coach on the highway and not on a hook.
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Ditto that. Magnums from Jeff and Tom for Lifelines. -
Here is a photo of a door on an XLII. Maybe we shouldn’t call it a door because that sounds like it is used for entry. It is used to access the electrical box in the front, plus the items in the lower steer compartment.
Notice that the opening where the toll window sits when the door is closed is big enough for small statured people to squeeze through so the entry door can be opened from the inside.
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I’m equally confused, I thought there was an issue bringing the front to ride height of which a tag lift chamber has no effect.
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Ken, that is very interesting. I was wondering what the tech was talking about when he checked the harnesses at the ecm. He said something about it was dry, no oil on this one. I thought he was talking about spilled oil. Now I know that that was all about. I will quiz him more next time I am at the shop.
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Nice job, that looks great.
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She sent me a message and I am now awaiting a call from her hubby to see if we can sort this out.
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There is no doubt he is capable of producing a product. What I am not so sure of is if he can ever produce a product and make money at his selling price. If you are going to be a manufacturer it takes a substantial amount of discipline to produce a product efficiently enough to make a profit. I would bet he is shipping a satchel full of money with each car produced and he is hoping to get the volume up so he has the efficiencies of scale. Not going to happen, because as the demand increases he is going to find the real automobile manufacturers will jump in.
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Jon is correct…just move the strut to the other hole on the hinge. I installed tv (heavier than the chairs and pocket) on bay door 3, moved strut mnt to lower hole….all good. Geo
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I had the same exerience as Grizz and posted it a few years back. Anytime someone asks me about Suncoast, I tell them they only do flat glass, their attention to detail is lacking at best and they don’t care if you set there a week. In fact, most of the plastic and trailer folks plan a week to get a couple windows done.
I was there 4 days and came away with scratched paint and less than perfect windows when the job was done.
No going back for me….
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Here is a picture of my configuration. Do you think the Phillips screw is the bleed point? It is the output of the fuel pump.
