Steve
Forum Replies Created
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Try this link. there is another companty like this whos name escapes me.
daveandljs.com
the company is Dave and LJ’s interior design
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When we raised my coach up on the lift during the seminar, Jeff pointed a very small leaking hub seal on my drive. When I got home yesterday I had a black stripped aluminum wheel…… Just glad I am home so I can get her changed.
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I don’t drive for mileage so I cannot say the best for economy, but I know my 61 to 62 that I run consistently for ease of driving is giving me better mileage than 70 or even 65 MPH.
I drive so I am nearly the slowest on the road, but not so slow to be a hazard. A number of trucking companies are governed to 62 MPH so I am not alone. My speed allows me to rarely require a lane change or change in speed to compensate for slower traffic and the lack of opportunity to get into the passing lane when needed. At my speed most drivers pass me so I can relax while driving and let the cruise control manage the speed.
I would guess best economy is lower speeds, but at some speed I am sure the transmission is near the point where it will hunt as the road encounters slight up and down grades.
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To the best of my knowledge some DDEC circuits are “hot” all the time. I think where the direct connection is depends on the vintage of coach. On a coach I had for example the DDEC circuits were powered directly from the 12V terminal on the chassis batteries, although I see no reason to not connect to the equalizer.
I do agree with Tom and would check to make sure someone hasn’t gotten creative by comparing the coach to the Prevost wiring diagram.
FWIW there is little that is more frustrating than a bad battery in a set because whether it is chassis or house it is not uncommon to find battery issues presenting syptoms that do not make sense and his advice to check the batteries may be a little inconvenient because you need to disconnect the cable, but is an important step.
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Thanks Donald… I will check that out if Jeff can’t help me.
Cheers, Diane -
Look at the Coaches for Sale here on PC, you can have confidence that Dealers and Brokers are good at what they do.
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Ins ide curb side frame rail . covered by plastic shield from bottom. Would not be accesable from top. Will terminate behind condensor coil. upper left of that area there will be a access plate to top of tank. Suggestion just pull new line in and give up on trying to remove old/ if leak is not where it terminates back to tank. Would check that first. Goes thru last bay bulkhead inside frame rail close in curb side bus. FWIW bob
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With the CC glass dash, you may be able to find some parts, the difficulty will be finding someone that an actually knows how to work on the system. You will likely have to find someone that can help diagnose the system over the phone and sort out where the problem is, there are many components that all have to work together.
I had a 2000 and it was enough years ago that I could get phone support, CC was out of business, narrow down the reason the screen went blank and then get the replacement board sent to me. I also lost the voice commands (bitch in the box) and that was also a board that had gone bad.
If you buy a CC with the glass dash and the ECC in the first bay, just go into the deal knowing you may have to search far and wide for parts and service. There is always the Silverleaf as a replacement, but that add’s about 10K to your expenses.
Another item to add to your inspection is the CC version of road air. The compressor’s are prone to fail and with the placement of the A/C condensor down under the bus in front of the drive tires, it’s subject to road debris damage. Most have them working well, just be aware of the problem area’s during your inspection.
CC made a great bus with lots of nice freatures, but like all the conversions, there are areas that need inspection specific to year and converter.
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George n Corey
i WISH we had a Crestron. We have something called Logictech installed by previous owner. Its only suitability is to be placed at the forty yard line……
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Here is my 2 cents worth having owned a Vantare with HWH slides and OTR and a Liberty with OTR and Prevost slides…. both being H3-45s.
The 1998 Vantare is a great conversion everything we needed to enjoy what we like to do… the HWH slides were great loved the ease in changing out the slide seals. Loved the OTR.
The 2005 Liberty is an awesome coach too… love the cosmetic look of the Prevost slides when in and when extended a big plus there over the Vantare…Love the OTR… can’t imagine having a coach without it… never had a Prevost without it so I can’t judge that… hardly ever hear of OTR problems though so that is a good thing… I am not a fan of roof airs due to the noise compared to the cruisairs….. just another very personal opinion.
The interior finish on a Liberty leaves nothing to your imagination… it is top quality… I used to think it was just surface looks but it is in fact high quality… I love it… and now for the bays… the chrome… brass and everything is finished out to perfection… and I get that great feeling everytime I open my bay doors for something !!
Having one holding tank is a huge plus for us… I use the grey water bi-pass often and we have never had a problem with having a full tank like we did in the Vantare… one tank would be full and the other almost empty… very annoying to me unless you are somewhere with full hookups… so most definitely “to each his own”.
I think when a person walks into a coach and it feels good then it probably is !!
So folks FWIW that is my 2 cents worth!!
Cheers, Diane
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Tom,
Sounds like you know the drill with the Williams group!!
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Steve,
I think the rose petal dispenser is run off the aux air system and requires a 100% air tight system to operate at all. Even if you do find it, chances are it wont work 🙁
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Steve,
My two cents here. It really all depends on how you are going to use the coach and what is important. That will drive most of the decisions… then after that it’s personal preference. Lot’s of posts here about OTR and that will lead you one way if that is an important feature for you. It wasn’t at all important for us. But Bunk Beds were a big deal so that lead us to Marathon which I think has converted more bunk coaches than just about anyone.
I have been on this forum for about 3 years and my sense is your not going to end up with a crap conversion with any of them. But they each have their own ways of dong things. Some good some not so good.
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There are two considerations regarding exceeding the hitch limitations Prevost has imposed.
The first is damage does happen. If the limit is 1500 pounds 8″ from the bumper, it is highly likely a motorcycle whose center of gravity when mounted is 24″ (to allow for some room and the width of handlebars and mirrors) the allowable weight will be more likely 500 pounds and that includes the motorcycle and the carrier.
Even with the addition of two receivers for the motorcycle carrier, the weight imposed is still on the engine cradle. Prevost makes it clear the hitch is well capable of straight line pulls, but tongue weight is what causes the damage. That damage occurs not only to the engine cradle structure, but to the chassis structure hidden behind the outer skin and the interior panels. Which introduces the second consideration.
Prevost washes its hands when it comes to repair of structural damage from excessive weight in the rear. They will not repair a bus with damage of a structural nature. I am guessing it is because the only way to be sure all damage is repaired is to start removing the skin and the interior.
On XL coaches that had the rear caps riveted in place it was easy to see part of the damage from excessive hitch toingue weights. The areas on the cap around the rivets would show cracks. Those were the result of the weight on the receiver flexing the rear of the coach. Long term damage showed up as a crack in the cap all across the rear of the coach. Nobody could see if the welds in the frame and engine cradle structure had cracked because they were hidden.
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Hello lonestarace,
My tank is a black and grey all in one. I think that is a Liberty thing. My aluminum tank had little black pin holes in it. When I was at Jeff Rowe’s shop East Tennessee Luxury Coach, he pointed the pin holes out to me. The last thing I wanted was a catastrophic failure of the poop tank while sitting at a campground or anywhere else for that matter. Jeff told me if the tank had pin holes in the sides where we could see them, the bottom would be much worse. After he changed out the tank and I saw it laying on the ground outside I was amazed at how much corrosion there was. I could punch a pocket knife through the bottom almost anywhere I tried. The large bung where the dump valve attached was rotted completly off on the bottom. I dodged a bullet and I am grateful that Jeff Rowe brought it to my attention. Jeff installed a stainless tank built just for my coach by Jon’s daughters company. The price was more than fair. The taink is a very well built tank and the welds were professionally done. I also own a fabrication shop and I can build that same tank with no issue but with that said, the price Jeff gave me to do the install was a very good price.
Steve