dickandlois

ObedB, As mentioned by DD69. Many of the cooling fans are bolted directly to the engine, for the ones with the radiator in the rear. On the side mounted radiator units, the fans use hydraulic pressure to power the cooling fans. I can not recall seeing any air operated cooling fans on the RV's The fan speed on the side mounted units is controlled by temperature sensors in the vicinity of the CAC and the radiator and dash AC condenser. There is a fan circuit on some models controlled by the ECM. I need to check and see if I have any information covering the cooling system on your model and year on file. You may want to call the coach builder and ask them if a manual switch can or could be added. Rich.

Thanks Wayne! John has a 2006 39F Itasca Meridian. So now I will look and see if there is a similar relay circuit in his unit. Sure the wiring is very close. Know there is a disconnect solenoid circuit for the 12 volt system. Rich.

Manholt, I can not remember your Coach Model, Eagle, Heritage or Tradition or year Fuse panel could be under the coach near the batteries. Control Module ? Rich.

Regarding the dryer sheets, It may depend on weather the unit is vented or vent-less and the use of dryer sheets. Rich.

ObedB, Did you mean optical output? Might trigger some additional information on what is coming from where and to what audio wise. Would something like this work between the units you are trying to connect? http://www.bestbuy.com/site/dynex-optical-coaxial-digital-audio-to-analog-audio-converter-black/6867159.p?id=1218810049491&skuId=6867159 Do you need to sync up the video and audio? That is tricky! Rich.

Living in areas where salt is used during the winter is definitely challenging. I use A product called Chassis Saver as the undercoat or just leave the item black or silver(color of the paint). It is not cheap ! And one needs to keep from getting on yourself or where you do not want it. Also ! when it drys, between 2 parts, they are like welded together! Kind of like a liquid metal. It reacts to moisture(the catalyst)for it to start setting up. Do not poor any of it back into the can, The remaining paint will set up. Put plastic wrap between the lid and the can before sealing it, or you will not get the lid off with out a struggle! Rich. It wears off ones skin, will not wash off.

Thanks for posting the solution! Very often problems are self inflected or caused when one has the coach serviced. It is real easy to connect something to the wrong point or hide a wire behind something when replacing items. BTDT !!! So I now really try to make good notes and take pictures, but when rushing to fix something. The lack of information still gets me. LOL Rich.

Wayne, Rich- One would think that was the problem. The strange thing is, John has 12 volts whenever connected to Shore power or the Generator is running. That is what I'm getting from his post! By chance did you experience the same symptoms? Rich.

John, found the electrical drawings for your coach. Both the 110 volt AC and the 12 volt DC. Have gone through the 110volt wiring drawing in relation to the 620 EMS system. The fallowing information covers that portion of the wiring, with my thoughts as to what is causing the loose of 12 volts when not connected to shore or generator power. Working from information supplied in your original post !!!! Shore power and the generator power feed the main load center. So the transfer switch circuit has to be working. Circuits L1 and L2 go to 50 amp circuit breakers in this box. The 30 amp circuit breaker in the load center supplies power to the Inverter / Charger. THERE is a switch is the circuit to turn on the inverter. this circuit then powers the inverter / charger. From your post it sounds like you have 12 volts from both the shore and generator supplies. That would mean that the 12 volt charger is working and should be supplying 12 volts and charging the Coach batteries. So, What is the voltage reading of the coach batteries ? Measure the voltage with a 50 amp source(Shore or generator)supplying power to the inverter. What is the reading ? Disconnect the AC feeding the coach. Read the coach batteries volt again. What are you reading? NOW, with no 12 volts DC present, the batteries are bad, connected improperly or there is a wire / circuit not connected from the batteries and the 12 volt power panel. Bad 12 volt disconnect SW. ? not really because you have voltage when connected to an AC source. That fact makes me think there is something wired wrong, somewhere between coach batteries or a circuit / fuse somewhere that is not keeping the disconnect circuit powered. Where is that wire or part causing the problem ! Remember the EMS system is not connected in any way to the 12 volt circuits ! It just manages the AC power load> Rich. Other thoughts. Has someone worked on or modified the AC circuits ? Did someone reconnect the inverter to the EMS circuit at some point? Relay #2 on the EMS unit is powered from a 15 amp circuit breaker located in the inverter breaker panel. There are 5 - 15 amp circuits. Those 5 circuits allow the EMS to shed items when the coach is connected to a 30 amp shore power source and you will only have one AC unit that will run !!! Edit- 7/13. Have you checked all the 12 volt- 55 amp circuit breakers in the main DC power panel ?

Mark, Have a safe trip and enjoy the view. The coaches are beyond the days of the Model T. So it takes more then a screw driver, pliers and some baling wire to keep them running !! Thing I try to remember is, if an issue has not happen to me yet. It's not been my turn !!! Rich.

Thanks John, Forgot to ask, when the new board was installed; where the jumpers wires / connections set up- configured like the defective one? Did you get an Owners Manual for the EMS system with the Coach? There are 3 models of the system. The 700 series, 800 series, and 900 series. They are all about the same with some programing setup's being different. One thing I need to check into. I kind of remember reading something related to the Winnebago EMS ? Rich.

John, the different numbers, generally mean there has been an update or change to the circuit(s) on the board. Could you post the Make, Model and Year of your coach? Rich. You could contact,Intellitec Dealer / Supplier Mastertech Inc, Marshall, Michigan 800-848-0558

Mark, No change with the new VDC? The fact that they could get some of the display working, kind of makes it look like a DATA link issue from the ECM. So without that information. Thinking your fuel gauge, Voltage and temperature gauges are missing. Also, missing the Buzzer and Chime alarms. The item listed above are digital signals. Do you have Turn signal lights and High beam light? Do you have. Wait to start, Stop engine, Check engine, Park Brake. There are other Active Low data signals that go through the VDC. Like primary and secondary pressure gauges? Those signals / information is not part of the data link in the information I have. Rich.

Gene, Welcome to the Forum! The suspensions of coaches designed with air suspension are designed to maintain a specified ride height and travel range. Changing the ride height can cause a number of issues, including drive shaft wear do to angle changes, the handling characteristics, stability and load range and wheel alignment. Plus other factors. Think you could have all the air springs checked for dry rot, as they are about 12 years old. That could have an affect on how the coach rides. That would be a good question to ask the coach builder. Rich.

Mark, Thanks for the progress report! You make a good point about being unable to read the air pressure(s) when the Digital Instrument clusters fail. One could tap into the air lines and connect direct reading air gauges. Might not look pretty, but with air gauges and a Scan Gauge one could keep moving until the needed items are on hand for repairs. When one is on vacation or full-timing a broken house on wheels is a bummer!!!! Wounder if the A/D Coach builders need to rethink the air pressure monitoring method. With an alternative engine / transmission monitoring system and direct reading air gauges, one could still use the coach. The engines, transmission and chassis equipment can fail, but the number of failures are small with good maintenance. The digital dash panels / displays fail with out any warning in most cases and there is no redundancy built into the systems. Rich.

lowellbergen, Does the system use hydraulics to move it in and out? Rich.

cmarq, Herman has a good point. ABS systems need the proper equipment to flush the Break systems completely, this gets all the air out of the ABS loop. Thinking you might have a bad flex line(hose) between the Caliper and the steel break line ? If the Caliper pins are free. Any indication of issues regarding the Left Rear Caliper? Equalizer Block brake line feeds both rear calipers. Only time the ABS comes into play is when the wheel sensor indicates a wheel is not turning. Rust can build up on the caliper, that moves the pickup coils for the ABS away from the sender in the bearings, giving the system a weak signal. That can activate the system even when everything else is fine. The ABS valve body controlling the right Rear? Fedex and UPS Step vans are often on W20 / W22 workhorse chassis. They really use the brakes hard. Do you know who services them in your area? Rich.

Mark, When you mention a Module, are they talking about the VDC(vehicle data computer). It is an interface between the ECM and the Instrument cluster. The VDC is shock mounted on rubber feet. One in each corner. Have they informed you of what is missing ? Power, Data link issue, J-1587 Data Link from the ECM to the VDC, The 339D link between the VDC and the MC. The Engine runs fine, so the ECM should be OK, is there data out to the VDC?, can they read the data coming from the ECM at the test port? Could you use a Scan Gage system or VSMpc software to have all the information displayed, one needs. If they can not get items needed to repair you display. Could you ask what type of system is used for your coach display. Medallion ll VDC/MC or what ?

kaelalynn, The fact that you did not mention getting a shock, tells me that you where not connected to shore power or had the generator running! You mentioned removing the commons from 5 - 120 volt outlets and the common and the ground wires go the the same point (Ground) OK, With the power disconnected and the generator off, remover the circuit breaker box cover(if you feel comfortable with that) Remove the Black wire from the circuit breaker that is tripping. You do understand that the Black wire is the Hot and the White is neutral? By chance if you removed the black wires from the outlets and the breaker still trips, good chance it has failed. Should the breaker - not trip when turned on, with power applied. Then you can connect the outlets one at a time to see if you can isolate the problem down to a smaller area. Please work safe and if you need, get some additional help. A little money can save you from having a real bad day!! Rich. Is there a GFI outlet in the circuit your having issues with?

I just went to school again, I think ? Has anyone run into this and if so that would explain the low power issues posted by Chuck in his thread No acceleration from dead stop and it might also cause the ISL and ISC engines with the CAPS fuel injector system to shut down after a few seconds posted by jleamont. Although he replaced the fuel supply and return lines and that appears to have solved the problem. Cummins ISL, Runs For 30 Sec Then Stalls Leads me to think that not only do you need to consider the lift pump, but also the injector pump on the ISC and ISL engines built from 1998 to 2003 and the 2003 ISB engine. NOTE! The lift pumps on these engines only run for a minute or so at start up, then they go into bypass and a gear pump on the injection pump sucks the fuel needed. Rich.

tcarlsonjr, Welcome to the FMCA Forum! First, a question. Does the Coach have separate break and turn signals lights? Like red lights for the breaks and yellow lights for the turn signals and 4 ways? Then what is the set up for your dolly? is it the same or is it wired with red break lights, that also serve as turn signals and the 4 ways? Need to determine if the is a wiring, fuse or relay issue(s) Thinking the dolly you have did not come with the coach? Rich.

Mark, The cluster has some electrostatic parts that can be damaged do to static electricity. They are an item that requires some understanding of how to remove, test and install the new units. The cluster is supplied with the chassis when it is shipped to the coach maker. ACTIA supplies a number of the Dash instrument panels for the industry. Your problem is or could be quite technical and many of the RV service centers do not have skilled chassis service employees. The local RV service center farms out most of the electrical, transmission and engine work to a certified chassis service center for the specific chassis. Rich.

Mark, With the the ignition switch turned on (engine not running) the instrument panel should be active. The fact the the engine started, indicates that the 30 amp engine fuse is good. You posted that the cluster fuses where both good. That could indicate a defective ground or a Defective Display. The MC has a built in Diagnostic Function that indicates whether or not the MC is receiving DATA from the Vehicle Data Computer(VDC) If the data is not received from the VDC for more then 45 seconds, the Icon lights will "Dance" or initiate a chase pattern. With out an indication of the test program, could indicate a defective panel? Freightliner might ask you if the above test was run! Rich.

Don, Check the Xanrtex service center index, There is a repair center in N.C. run by an X Navy / ET. Might not be the weekend to travel there with the big blow arriving! Good man and he replaced the main logic board in my 458. Still working better then ever. That might be due to the changes in the software on the new board. Rich.

Good information regarding the Quill Tubes! Hope it's OK if I add it to my information. Rich.