[Tim]

Dick has identified a shortcoming on earlier coaches that has been addressed on later model coaches to an extent. As a pilot he has every reason to expect that if there are upper limits which are not to be exceeded that the appropriate gauge needs to be marked.

But that is not the case on coaches that have the gauges shown below.

Perhaps the thinking of the engineers and designers is that DDEC will protect itself and if a limit is approached or exceeded the driver will get a warning light or something will shut down.

Finding accurate information about limits is extremely difficult. I knew 2100 was our engine limit for RPMs but I had to spend about 15 minutes this morning to find it in print. The same holds true for just about every value we measure with gauges. To use an example the transmission temperature gauge has no red-line but I know from reading about the transmissions with a retarder that if the oil temp reaches 300 the retarder function will be turned off or greatly reduced in effectiveness. That is not something you need to find out when descending a steep hill and need not only good brakes, but a retarder working at its maximum efficiency.

Later model coaches with the car like dash do have red-lines for upper limits, but what we really need is a section in the owner’s manual or maintenance manual for our coaches with a “limitations” section.

This is a topic we try to cover in detail in our seminars as well as providing owners with information to understand “normal”, a range on a gauge that might be marked with a green band for example, but is not on our coaches.

[Tim]

Roy,

Very nice looking car hauler! The stainless storage box compliments the stainless on your coach!

Safe travels, hi to Martha!

Mark

[Tim]

Alan,

Leak detection is a black art and it is not as easy as spraying soapy water and looking for bubbles. Because of that it is one of the quickest ways to have your wallet vacuumed clean of folding money.

I would never suggest to anyone that they take their coach to a shop and ask the shop to find the leaks. The reason is there have been too many horror stories about shop technicians spraying fittings all over the coach to find leaks associated with a single part of the pneumatic system. Jeff knows and understands exactly what components and fittings are associated with a coach leaking down in one spot so I guarantee you that he only spent time looking exactly at those leak points that would create your problem. He also realizes if he cannot find leaks when he starts looking by spraying soapy water he is going to his bag od tricks and use other methods, including an ultrasonic leak detector.

So your left side leans are going to be somewhere in the fittings Jeff looked at. The problem might not be the same fittings as the right side, but the problem is going to be confined to a specific list of components and fittings and valves. Your problem is to find which ones. Do not assume newer air bags or Norgrens are unlikely to be the problem. They have as much potential to be why the coach leans as a leaky fitting. To do the checking for leaks you have to be able to see every affected fitting or valve or air bag. If you have to get beneath the coach to do that you have no other option. You can safely do that as long as the coach is supported under the chassis support points. If soapy water does not reveal leaks then your options get progressively harder and ultimately could end up being checks for pressure loss at each fitting in line until you reach the point where the leaks are no existent.

You do not want to hear this but you need to either bite the bullet and have someone with the knowledge like Jeff do the work, or you have to figure out how to do it yourself, or you can take it to Prevost and hope the person assigned the work knows the system and where to look. Prevost does stand behind their work so if they failed to solve the problem after taking your money they are obligated to pay your back or find the problem on their penny.

[Tim]

Total Vision is great. I installed one in my previous 03 Liberty, and my current Royale had it from the converter. I upgraded the camera in the Royale. I could no be happier. Rod is great to work with.

Note that if you do an install, it requires getting a cable from dash to camera location. Doable, but work.

[Tim]

Headed to Stewart and Stevenson this morning for them to pull the 270 alternator. Towed Rover behind bus, so I could be the shop’s legs and take alternator to shop that rebuilt it. Test FAILed.

Jon, I think I miss understood what Chris told during our testing. Ended up having no power coming out of the 270

no new units available in Denver, and this being hail season, we opted for yet another 50 DN rebuild now with a 6 month warranty instead of year. They’re reduced their warranty, figures

then they proceeded to tell the lifeline batteries were at fault over working the alternator. What??? Nothing appears to be their fault

the real corker, is they never heard of lifeline batteries but knew of Deka.

Needless to say A-1 Alternator sucks

[Tim]

I have never over-filled the diesel tank where it came out a vent or an over-flow. It did come out the filler spout once when I selected the slow point on the filler hose and it didn’t cut itself off.

On the DEF tank, I did over-fill it once and it came out an over-flow hose at the bottom of the coach. I didn’t realize what it was so I took a sip and it tasted funny (jus kid’n). I’m more careful now of not overfilling that tank.

Safe travels,

Mark

[Tim]

Generally speaking oil will pass through compressors, with the amount increasing as the compressor ages.

The cartridges in the air dryer end up collecting the oil because it coats the dessicant and as it does so it reduces the effectiveness of the dryer. That is why dryer elements need to be changed.

There are two clues to the reduction of effectiveness of the air dryer cartridge and they are visible coating of oil in the area around where the dryer purges and indications of moisture in the wet tank.

The oil visible on the coach frame could be residual in the dryer from the previous compressor. As long as the wet tank shows no moisture I believe that is an indication the dryer is not in need of service and that it is doing its job.

I have been changing dryer cartridges every two years and on that schedule I never see moisture in any tank, and I do have a trace of oil residue around the dryer purge. I check tanks every 5000 miles.

[Tim]

I was taught 56 years ago that when you hook your safety chains on, they should always go under the tow bar and criss cross making an X.

You’re absolutely correct. I have an interview I’ll be posting on Thursday with a Manager from Blue Ox and he confirmed exactly what you’re saying about the safety cables being under the tow bar.

Interestingly enough, while there’s some videos online that state otherwise, he stated not to wrap the other cables (lighting and brake) and to lay them on top of the tow bar.

[Tim]

I’m going to guess, so be forewarned.

Line for a mechanical oil pressure gauge.

[Tim]

Tim,

Great post and great pictures.

What did you get for a new back up camera?

[Tim]

Nice job Tim, thanks for sharing.

[Tim]

Bummer, elevation will get you every time.

[Tim]

News to me. Where did you hear that?

[Tim]

I’ve never been around when one has failed on a bus but I have had a fan clutch go out on my truck. It will make LOTS of noise and you can wiggle it back and fourth b/c of a bearing failure. It gets real oily and messy.

[Tim]

have you checked the wire for voltage or continuity to ground? Black may be a ground wire.