needtocamp
Forum Replies Created
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Steve, If you have Prevost over the road whole coach heat and air look on the evaporator side for an outside air vent that might have a moveable baffle or even a plate covering the outside air intake.
I am not familiar with how the H evaporator bay is set up, but on the X coaches there is a vent opeing in the door, and that is either blocked with a cover on the inside of the bay door or the intake that draws air from that vent is blocked. If it is not clear to you you can always leave the door to the evaporator bay ajar, maybe with a piece of wood or something blocking it open a few inches. The more air drawn in, the more air that will be pushed inside the coach to pressurize the coach interior.
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Problem solved.
The drawer unit was dropped down. Now you can actually see what is in the drawers without looking behind the open pay door. The tool box is secured to the top of the drawer cabinet and its size is such that I have used all but 1/4″ of the height in the bay. The drawer unit and all above it are on the Joey bed so I can pull that out and behind the tool box and drawers I have various items in cases such as my drill, Nexis reader, pail, towels, etc.
I have a larger fire extinguisher next to the ladder so it is available as soon as I open the bay door.
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Spam etouffe?
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I am getting the distinct impression BCO is poking fun at Facebook and Facebook users.
I might be wrong.
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This assumes all scenarios to be the same, that is the interior temps of the coach are uniform and consistent through the coach.
Once the temps are stable the heat loss or gain requires a certain amount of energy to maintain the temps. So theoretically OTR, roof AC units or Cruiseairs are all going to have to do the same amount of work and energy is energy is energy. The only difference is the relative efficiency of each source of energy. Does the engine work harder to run the OTR or is it working harder to run the alternator to replace the charge drawn from the batteries via the inverters or is the generator consuiming more fuel than the engine will to maitain the bus temps?
Right now you are talking such slight differences in efficiency I doubt anyone has the ability to measure the differences. I would be worried more about which way of heating or cooling the coach is best to suit my needs rather than the minute differences in operating cost while driving.
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At the risk of stating the obvious it would appear the Cruiseair is not getting power.
I would start at the breaker and verify power, working my way to the various system components. I think you may have a condnesing unit on the bottom behind the entertainment center, a “brain” in the first bay and the evaporator possibly on the passenger side rear wall.
Jeff…….Any quick checks? If the relay is bad I think it is behind and under the electrical panel, correct?
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We replaced all our factory shocks after we bought this bus in 2009 with factory monroes. The coach still porpoises with two pair up front.
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I know. I’m chasing some leaks right now. The only thing that would make it better is if I didn’t have to.
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Jeff who?
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I am very seriously considering having this conversion done to our coach. I initially met talked to Randy and Jack with Volta at a rally in Louisville last summer and spent a great deal of time looking at the components, their installation, and learning about the conversion to 48V. At that time their modification of the Panterra Lithium Ion coach was literally only several days old. Seeing these guys 6 months later in Tampa and hearing about their experience living with the system and making just a few small tweaks to the settings has gotten me closer to pulling the trigger.
My wife and I tend to dry camp much more often than we stay in a campground. We therefore rely on the batteries and generator while we are parked. I am not hesitant to run the genset to prolong battery life and the hours on it are an indicator of that fact. This new technology seems to be the perfect solution for us. What will be interesting to see is what the price to convert ends up being and we are waiting on an estimate now. I will keep you all posted.
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The weather is a relative thing. This morning in Kemah it was cool. But when I looked at the temp back home it was 6 above. Can you guess where I would rather be?
Enjoyed the time we spent with you and Betty.
As for food, we have been eating so much I understand they are adding extra trucks to the deliveries.
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Am I confused? Isn’t Larry looking for Lloyd and Pamela? Fred Lloyd is a PC member and Ham Radio dude and can be reached via e-mail. Lloyd and Pamela gave us busing many years ago and I don’t know where they are.
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and he told me, in secret, that Jon pays him so little that he has to make up the difference by selling license plates to afford his travels in a Prevost.
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Happy New Year Mark – We have had zero problems with the Remco driveshaft disconnect on our 2013 Toyota FJ Cruiser 4×4 with automatic transmission, and we thoroughly enjoy both the disconnect and the FJ as a toad. As mentioned above, we use a non-chip ignition key turned slightly “on” to free the steering wheel so the front tires turn/follow our coach. In my pre-purchase research, I found a few others who successfully tow an FJ, as well as other Toyota vehicles, without issue. If you have a disconnect installed, I highly recommend you prepare a written check-off list to guide you step-by-step each time you connect to tow to ensure you do not miss a step. I believe Toyota states no flat towing as the transfer case/transmission would not be lubed if the transfer case and transmission were simply put in neutral and then towed. About the FJ, we chose it as we thought it was more comfortable, roomy, and likely more dependable than a Jeep, which is more easily towed. Our first trip with it was three weeks in Silverton, Colorado where we road nearly all the old mining trails where the FJ performed flawlessly. We had never been off-road and found the FJ to climb like a mountain goat. We are obviously very pleased with it. The only disappointment is that Toyota will discontinue the FJ after the 2014 year model.
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Has the unit been serviced in the last year or so?
I believe the spec is annual but now that we have ULSD fuel and since I run my AquaHot regularly, I have been able to go to every other year as long as I don’t see but the smallest bit of smoke on startup and that it runs cleanly once started.
There are many things that can keep a unit from firing. Also, lack of service can cause eventual failure of some components that would have remained functional if the service had been done. Overheating and cracking of the combusiton chamber (or whatever it is called) comes to mind.
I get asked all the time at dog show RV camping if I can help someone with a gas generator that won’t run. When I ask them about the last time it was serviced they frequently say it was the last time it did not run… That’s not good when dry camping in hot weather and air conditioning is needed for the dogs.
Hope your AquaHot problem is something simple.