Richard
Forum Replies Created
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Thanks, Guys…
The fact that the worst over-weight was at the door corner is perplexing because there just isn’t much I can do. I might have 10lbs of a pressure gauge, rags, rubber gloves, etc in the under-step box, but thats about it. The first bay (door-side) is a bank of (factory) speakers, plus the four, very handsome, chrome plated, embroidered Marathon folding chairs, with cruise-airs behind…I might have another 10 lbs of junk there….so as far as the door corner, there is just not much I can do.
So….I think I’m going to start running MAX pressure in the fronts and the recommended on the others. And….rather than checking my Pressure Pro every 5 minutes…I’ll change to every 4.
See y’all at ClawFest…ty
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I bought one because it was shiny………
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Vannerr tells you the output of the 12 volt terminal should be exactly 1/2 of the 24 volt reading. If it is not exactly 1/2 replace the Vanner. They also tell you to disconnect the ground first and connect it last when removing wires. If you have 2 Vanners in parallel you have to disconnect to check the other one then reconnect and disconnect the other one.
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HAPPY BIRTHDAY JEFF
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This is just a general comment. Our compressors regardless of voltage have a range of devices they provide air to. When selecting a compressor the first thing I would be concerned with is if it is sufficient for the job. All compressors have a duty cycle or an amount of time they can run. For example a 25% duty cycle means out of every hour the compressor should only be required to run a total of 15 minutes.
In our coaches which are all different depending on the conversion, some aux compressors are used for everything from keeping the coach level to pocket doors to floor slide, to dump valves, to the driver seat, to slide seals, etc. Add to that the size of the aux air tank, and the condition of the system as relates to leaks, and that coach may require a very high output, large volume compressor. The flip side of that is a compressor that is single purpose, such as for awnings, and therefore can be of limited size and duty cycle because of minimal use.
I think to arrive at the best compressor for the application it is necessary to determine how much work it must do and how often it is expected to run. If the system it supplies air to has a small air tank and is leak free, with only a couple of devices a relatively small output compressor with a short duty cycle may work very well. But if the compressor is supplying air for a full time leveling system and not only has to deliver a lot of air, but at a 120 PSI pressure then the largest compressor with the longest duty cycle might be best. To add to the decision if it were me I would also consider the extent of inconvenience if it were to fail. If the compressor was both cheap and easily accessible and took 5 minutes to change I might consider the use of a $50 Harbor Freight quality compressor that I throw away every year, instead of a $500 high quality compressor that might last 5 years.
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Charles go to Wipeoutsystems.com
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Dick
I can do one better, I am bringing an engine with me to Jeff’s seminar as a show piece. I hope to see you there and we can inspect the tubing together over a piece of pizza!!
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Al, thanks for the pix of your bumper cover. I had earlier ask about “fixes” to help the cover lay flat. Did you install the screws ?
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Very interested….could work for us!
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Victor, are you sure you’re not confusing a jake with a retarder ? Geo.
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Why in the world does it have Prevost emblems on it?
Davy
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Yes, I am here getting things figured out and waiting for the parts they need to finish the delivery. Seems they dropped the ball on several things that should have been done prior to me getting here. Now they are scrambling to try to find what they need to finish the delivery.
More to come when I actually get to leave!
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Tell us how to drain the Marathon aux in the steering compartment please?
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Been there and done that, and I am sure I will ask a stupid question again, That is what is great about this site! You have almost 2,000 members and a lot of people want to ask questions, and are not afraid of being ridiculed by others, not so on some other sites, Gary
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When I was flying I was amazed at the number of aircraft owners who would be screwed if they had to replace an engine. they did not have the resources to take a hit like that.
Owning a bus is exactly the same thing. While the chances of major repairs are slim, we need to recognize for reasons far beyond our control expensive repairs are sometimes necessary. It is not because we have a Prevost, it is because any RV of similar size or features could have the possibility of requiring a large sudden expenditure also.
I learned that not only from aviation, but shortly after we got our first coach we saw it affects all coaches. We came upon another Prevost on the side of the road. At the time there were very few Prevost conversions so I pulled over to see what the problem was and to see if i could help. He had already called a wrecker because he hit a piece of steel from a truck spring. The steel hit and punctured the transmission.
When we are a long distance from home and we have to replace the engine or transmission we are not in a position to shop for the best price or even choose the best place. We just need to be prepared with whatever is necessary to get major needed repairs done.