Tom
Forum Replies Created
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I hope everyone realizes different engines have different characteristics. For Rob if he is experiencing those temps he has a problem. It could be his radiator needs recoring due to blockage or because the fins are disintegrating. An 8V92 as installed in our coaches is unlikely to exceed 195 even in high ambient temps unless it is pulling an extensive load. Jim and Chris often travel the mountains and maybe they can post their 8V92 numbers.
As to DKOs numbers his Series 60 is supposed to run at numbers that would be considered high for an 8V92. The engine thermostats are set at 195 (I think) and the fan doesn’t engage until the temps hit 204 and the second speed of the fan doesn’t come into play until 208 degrees, both being programmed into DDEC.
The only time I would be concerned with a Series 60 is if the temps continue to climb past 208-210 degrees. If they max out there or drop once reaching that point everything is working as intended. The gauges are so small and the markings are not at good reference points so it is near impossible to determine exact coolant temps so the trend as viewed on the gauge might be the only accurate means of determining if everything is OK
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With an 800 pound bike and a 300 pound hitch that 1100 pounds is likely to be centered way beyond the distance from the bumper that would make it within the Prevost limits. I would never consider doing that. But don’t take my word for it. Contact Prevost Car and ask their engineers what they think.
You hit the nail on the head when you said you have seen another Prevost travel many miles and don’t see any problem. That is the problem. The damage that occurs is hidden. The most visible is cracking around the rivets that hold the rear cap, then a crack that goes full width near the bottom of the cap all because the weight is flexing the rear structure. The real problem is not the cosmetic one relative to the cap, but is the broken welds in the rear structure.
Anybody out there have a coach that has had damage as a result of towing or carrying weights in excess of the Prevost limits?
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I’ll have a look at the archives and see what I have on hand. I will not see the coach in person for at least a week. Again, I do suggest a look at CATBASE at the H3’s in the mid late 90’s. Mine is a 97 shell titled in 98.
I remember the quirk on them now though, just like those from IBP (?) you need to remove the lower grab handle from the bay to install or demount them. I was reluctant to do so as I did not care to crack the paint around the screw heads of the handle. At least not until I have better touchup paint in hand.
Also, I have noticed that the one on the bottom of the entry door has changed, it appears the the center portion has “pulled-in” a little. Why? Who knows. It’s a Prevost thing!
I know why they titled it an H3-45. It always costs $100 * 3 and you will always be $450 short on your budget for repairs.
That’s my story and I’m sticking to it.
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One more comment about Indy. For your safety, do not under any
cicumstances be within 50 yards of any concession stand or vendor when
the word “Free” is announced over the PA system. This is extremely
dangerous and expecially if the there is any mention to the word “Free
Food.”
You have been warned, we care about your safety and well being.
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Thanks Jack, we learn something every day.
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That should be easy to do. On my coach I have an instruction at the top of my electric panel that lists the steps but if you don’t have that and have the book it will be listed in there. The process is determined by the type inverter. On some it can be programmed from the remote, on my previous coach the change was made with dip switches at the rear of the remote.
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I have Trace 3012’s and don’t even have a 50 amp setting, the highest being 30. Never have any issues with excessive usage in the heat.
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I use a Cradlepoint MBR 1000 router with a Verizon LG USB modem and have had good luck so far. I have the 5 gig plan on the modem. I have AT&T for cellular and have had better luck than with Verizon for that. I have my Crestron stuff and a printer on the network in the bus. Works great.
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Rodger,
Out of curiosity what is the situation? When you are on shore power I presume your inverter is functioning as a battery charger, while closing a circuit (usually a big relay) that passes shore power through to the devices that are set up on the inverter such as outlets, TVs or a refrigerator for example.
That suggests to me if you are getting a fault indication something that should be happening isn’t. By that I mean your inverter is not maintaining the charge on your batteries or shore power is not passing through to your 120 volt devices.
Not to dissuade you from having it checked out, but to point out it may be necessary to rule out all other potential issues such as problems with your batteries, ground problems with the inverter or the coach circuits or just simply a problem with the inverter(s). I started having high voltage issues on the inverters in my coach several years back. The voltages would reach the inverter limit for the DC (battery charger) side and after cleaning all DC circuit connections at the batteries, main circuit breakers and ground connections the problem went away. Until I did that I went crazy trying to figure out what was wrong with the inverters. It turns out mine were very sensitive to ground connections. For reference my inverters were Heart Interface Freedom 2500.
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There have been a couple of occassions when I needed to back a short distance. Pulled in a truck stop to fuel and pulling in to the lane noticed it was out of service. Had to move over to another lane. We tow a Jeep Wrangler and if I need to back up I put my wife behind the wheel of the Jeep to keep the front wheels from cambering sideways and she can steer it in the direction I need to go. This is never done fast or very far. One other time I needed to do this was parking for the night at a truck stop. All slots were single back in or double rows back to back. Could not find a pull through on a double row but had several slots together on one side. Pulled in and swung around as straight as I could get and then let Karen steer us back into the slot. This works for us.
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I can only imagine the problems with the concept. Some of which are what kind of structure is needed under the toad? Will the tongue weight be within the limits of the coach which are 1000 pounds or 1500 pounds depending on the year and type?
I know for sure that if the coach has to come out of or enter a driveway with a steep approach something is going to drag. What happens if that occurs because I can envision the toad being forced to the ground and the weight of the rear of the coach pressing down on the toad suspension?
But the real question is why is backing up so important? If a person is driving a large coach they should always be looking and planning ahead, so avoiding situations where backing is required should be a given. When forced to unhook those situations are so rare that it appears to not make the device that important. I think they are playing to people’s fears. FWIW the device is not for me.
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If they were installed, theoretically they should be removable without breaking anything. At least that is the theory.
Roger’s suggestion about removing the valance sounds like a good one, but I would consider removing the windows.
Just kidding Brian. I have looked at mine and don’t even want to contemplate removing them.
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Diane and all,
Prevost is not ignoring this problem or this thread. Tom and I have been in communication with Prevost and we know this topic is high on their priority list. As soon as Prevost has an answer to everyone’s questions it is going to be posted here. Please keep in mind there have been a lot of comments made about this issue, but the source(s) of those comments may not be authorized to speak on behalf of Prevost and might not be completely correct.
Please be patient. What will be posted here will be accurate.
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Really happy to hear you are well and keeping the bus running often. I really believe as private coaches we are not being pulled over for being over length or weight until we fail to exercise good judgment. Then I think we deserve to be pulled over.
I recently completed a course on Bendix air and braking systems. Our coaches are typically going to stop in over 300 feet at 60 MPH, with the stopping distance increasing as speed increases. That is kind of scary when we realize the average car on the road can stop in 130 feet or less from the same 60 MPH speed. I try to stay way back and I get really concerned when folks cut in too close. Very dangerous.