Tom
Forum Replies Created
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To bad I was in FL and not at home Dick, it’s our normal practice at PC to buy dinner for members who visit Atlanta or Knoxville and Jon takes it one step further with a free campground and coach detailing. Once again, your due’s are at work.
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I don’t know what their rates are, but as a PC member you get a 20% discount. Make sure you copy their ad or that you can prove membership by pulling up their ad on your phone at time of check in.
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No you can’t only from inside
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I know drive shaft disconnects work great on two wheel drive automatics. But how does it work on a four wheel drive? Won’t you have front and rear differentials still drive the transfer case? Or do you disconnect both front and rear drive shafts?
Gerald
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Marathon factory labeled…..
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Steve,
Since you are able to set the auto start voltage, you may want to think about 24 volts for the start, that’s just under 50% discharge of 24.4, your batteries will last longer.
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Smart move they busted me in California!! My dead give away was Montana on the bus and Ca. plates on the tow car. Si fixed the problem and took residency in Texas.
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Tom,
Lay down under the front bumper and in the very center you’ll see the latch. You’ll even discover your cruisairs.
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Thanks Jon. I will try the parts folks in Elgin. I’ve had good luck with them.
I have the interface box for the Silverleaf VMSpc but have never hooked it up. I also have a ProLink set up with the correct module and connector for the DDEC II and have used it a few times. The problem with both is that the diagnostic connector is in the bay under the driver’s seat, not under the dashboard. I have never taken the time to figure out how to route the cabe from the connector into the cockpit.
The other problem with the VMSpc is that it requires a Windows based computer. I have an older laptop (WinXP) set aside just for this purpose but have not yet figured out where/how to mount it. I will probably have to mount it remotely and get a small (8″) flat panel monitor to mount someplace where I can see it. We attended a seminar at the FMCA convention in Madison, WI in 2012 but on by the President of Silverleaf. It was very informative and I would really like to get this thing operational. The seminar was not a blantant sales pitch; he talked in detail about how to drive a big diesel-powered vehicle using the information available from systems like the Silverleaf.
~Bruce
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It is going to be more common to find PC members. We are approaching 1700 members now. Not bad for a group that is only 3 years old.
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“If you do intend to get under it locate the Prevost recommended chassis support points for your specific coach and use something substantial capable of handling the weight to support it so it cannot drop. When I support the coach I use a set of custom made stands or jacks such as this type from Harbor Freight.
I never rely on the hydraulic portion, but instead leave the jack all the way down, and screw out the center post until it is under the chassis support point. The advantage of having a set of the jacks linked above is they are multi-purpose. I can support the coach or I can use them to raise an axle or even the coach.”
Jon: Your approach then is to acquire four of these jacks so you can use them to support the entire coach using the jacks (in the full down hydraulic position) as a jack stand?
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Rowger, the group 31 Napas are good, I got them too.
Yep, us Marathon guys have heard about some of that great Liberty design. We just don’t talk about it and let you guys experience it.
Glad your fixed buddy.
Later
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Dawn,
Welcome aboard. No Toyota products can be flat towed from the factory. We flat tow a 13 F150 4×4, a Chevy HHR (which is 2wd and can be flat towed) Or a Jeep Wrangler. After 09, the Wrangler can be towed without disconnecting the battery as Tom mentioned as long as it is 4×4.
We also tow a Featherlite stacker. We use the stacker for Race cars, hot rods and Harley’s. We only tow the stacker when our destination is a Race track (which has plenty of room), or a Wal Mart, or we know that the Campground has room for us. We just stayed in Daytona during the Turkey Rod Run, and the campground had plenty of room for us. So, with a little planning, the stacker works fine. Our Bus was built from new with a matching stacker, and equipped with the heavier duty hitch set up that Jon was talking about. The Bus handles very well with the trailer behind. I have also towed a stacker as long as 36′ long. I have not had a problem with being overlength, but I don’t go to California.
Being an old Trucker…………..I like pulling the trailer. The picture below was at a campground in Daytona.
Jon is correct on the brakes, they work fine as long as you don’t have to stop fast!
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Thanks everyone.
Looks like I have plenty of things to look at before we leave.
After all the good things I have been reading about Jeff’s place I would love to go there but he is the wrong direction and I am afraid it may be to cold to spend a few days there getting the work done this time of year. I do have some other things we are thinking about doing after we get back next summer and will definatly talk to Jeff about them.
There doesn’t seem to be any comments about Prevost Houston. Is that because they are so new or is my problem better handled by a place like Jeff’s that is more familiar with the converters side of things?
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Actually the use of aluminum is not much of a cost saver, if any. Compared to steel and stainless steel aluminum is not difficult to punch and bend, but welding requires greater skills than other metals.
I have no knowledge of plastic so I don’t know if it will save weight or if as it ages it gives issues, or if is difficult to weld. Those would be my concerns for fabricated tanks. A roto-cast tank or molded tank would require some tooling to make, but for production cost would be very inexpensive once the tool cost was amortised.