Ronald
Forum Replies Created
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Bill:
That does make sense for fire damage starting low, but the ones I have seen had fire damage from the glass windows and up.
I had my front drivers fender off while running some wires and found a 4″ x 4″ transformer sitting on a dry rotted piece of wood that was for an old plasma TV that no longer existed, BUT it still had power feeding it and it was quite warm to say the least. Disconnected and removed. I wonder how many other hidden hot spots there may be…
Chuck
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I was glad to find this site just as I purchasing my coach. Over these last few years I have made good friends that have a mutual desire and interest in helping their fellow Prevost owners. It has been a blessing.
Congratulations on this milestone which I believe is just the start of the recognition that is deserved for everyone that joins, visits the site, and offers assistance.
Ron
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Yea that’s what I was hoping you wouldn’t say lol. By chance did you mixer leave this white plastic in the housing or did it come off with the mixer?
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+1 on the Travl’er.
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Steve , why not convert your own if you want to tinker?
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Al:
Go back in this chain of post to Tim’s 1/2/2021 link he provided. Prevost Instructions and pictures will explain.
Chuck
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Excellent Joe, thanks for sharing.
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FulltimeBill asked:
Do coolant changes need to take place every 2 years?
Probably not, but you need to test it annually to see how it’s chemistry is holding up. See the link I previously provide in this thread.
Most people use test strips. I don’t trust them because I’ve had them “fail” new coolant fresh out of the jug.
I take a sample and send it to a lab for analysis. I sent you via email my last 5 lab results. And I always post my lab results here when I get them.
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In the beginning of Prevost offering IFS, once established the motorhome shells had it as standard equipment. Seated Coaches on the other hand, yes, as stated above could choose IFS as an option.
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I was criticized by one of the members of the Prevost training team for eliminating the air bellows belt tensioners and going to jack screws to tighten the belts.
His concern was as the engine rocks from the application of torque there is no “give” in the jackscrews whereas the air bellows can compress and expand as needed to cope with engine movement. As I studied that concern I realized as designed, the belts are running between two parts that will not move in relation to one another, such as the fan gear box to the fan clutch, or to parts that do move in relation to another such as the engine pulley to the fan gear box input.
The proof was after a few years of use my belts remain as adjusted and show no signs of wear or damage.
My point is the belt tensioning system as designed and installed by Prevost has a lot of areas that require service or some ongoing maintenance and I am glad I replaced the pneumatic tensioning system. My decision was validated by the Prevost mechanic that replace my fuel injector six pack. He saw the changes I made right away, looked it over and said that is how it should be done. I had just changed the original steel parts with stainless steel parts so when I did have to service the belts I would never have to deal with corroded threads on the adjusting rods or nuts.
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I will go on the record attesting to the fact the Geo walks unaided, as well as I do … well into the party.
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I love the paint job, Very nice look
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Further discussion revealed the following:
Some of my beliefs were correct (!)
1. Phase 1 is what I know as “Leg 1” 50amp service – amps/volts
2. Phase 2 is what I know as “Leg 2” 50amp service – amps/volts
Auxiliary is there because the electrical panel was built/designed when electrical codes required changes to meet RVIA and/or other codes. Apparently, there were fears of too much current being pulled through a given line, so Marathon chose to “split” the electric in to 2 50-amp legs plus a third pair of Auxiliary 50 amp legs in order to distribute the load across multiple lines and therefore meet codes in existence at the time for load shedding and/or management. It is my understanding that the code requirements were new, and Convertors had to decide how to tackle the load issues. This also helps to explain why the Auxiliary 120v panel has different breakers and wiring setups across different rigs.
Please don’t shoot if I don’t have this technically correct from a code or legal perspective; not my area of expertise.
So….in replacing or revamping the panel, what is really needed are 4 pair of 120v ac voltmeters and ammeters, 1 12v set of voltmeter/ammeter, and 1 24v set of voltmeter ammeter. I’m considering replacing all of the gauges myself and mounting a panel in the same place as the non-functional gauges.
So…here is the question…. For the 12v and 24v applications, how many amps should the gauges read as a maximum if one is installing gauges (assuming analog here)…what would the max DC amperage be at any given time so that the gauge covers a wide enough spread to capture the amperage and return something meaningful? Choices for gauge scales run from milliamps to 200amps (!).
Thanks for any assist….
John -
USPS premium service for $25 per week is $1300 per year. I do not pay anywhere near that for Escapees.
I do get premium service at Escapees.
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But……..no reports of how many recovered from covid !!!!!