dickandlois

A possibility, Boost pressure control swing valve/poppet valve does not close, causes low turbo boost, but do you get black smoke. Not sure you turbo is so equipped. Your boost pressure reading is on the low side, think 28 to 30 psi. in most cases. Did you check the air supply hose for the Air Compressor? the compressor air is supplied from the turbo boost output. Often connected at the intake manifold by a hose that looks like a water cooling hose. Rich.

Pop, Do your jack retract OK in warm weather ? Any good silicon spray will work. Some owners use Tri-Flow or a Lithium based lube. The idea is to keep the ram portion / chromed portion clean to prevent rust from forming and keep the cylinder seals clean and lubed. Power gear jacks have grease fittings and mention one shot of lithium grease ever 30 cycles. The small fittings are on the lower edge of the jack cylinder as view from the bottom. I keep a Small grease gun in the coach just for my jacks. Rich.

nandd4mh, Welcome ! Many of the AC systems are controlled by circuit boards, that also control the heating. You mention just an AC issue(s). The AC units controlled by this type system have low voltage wiring (12 volts) running from the control board and relays inside the AC units. Your AC units failed at different times spread out over several months. Bill and Brett mentioned checking the AC power at the circuit breaker box and the AC units. Also check the 12 volts at the units and at the circuit board. You did not mention any heater problem. So I would rule out the thermostat(s) and the furnaces, but it would be good to check the circuit for 12 volts should both the heat and AC share the same circuit board. Rich.

The maintenance of power steering systems is often one of the items that often gets overlooked until it fails. Many of the newer coaches use the same hydraulic pumps that power the steering to power cooling fans for the radiator and the CAC. The older coaches used hydraulic pressure for just the steering systems and do not require a flush and replacement of the fluid used or filters that need replacement on a regular bases. It is always good to flush and replace the fluid when it starts to take on that dirty look. The discoloration is relatively easy on system using Dextron / Mercron as it changes from a pink / red color to brown or black color. Edit! Brett makes a good point. Listed below ! One does need to replace with the same type fluid. SO check closely before adding or replacing the fluid. Thanks Brett ! However, newer coaches, many of them using the side mounted Radiator and CAC now use hydraulic systems to power the cooling fan motors. With this change, procedures where put in place; requiring the system to be flushed and new filters installed at 5000 hr. intervals. The intervals can very, so take time to look over you coach chassis maintenance schedules. One link that offers an insight into the process. It is listed as a information starting point and what the process entails. Power Steering Service Product http://www.wynnsusa.com/powersteering.aspx Rich.

wildcatervin, Welcome to the FMCA Forum! Thank you for your post ! Thanks for the information and willingness to share it with others. This kind of feedback is what makes this and other forums vibrant and informative. The description of the shaft and what was missing does make sense. Now! you posted that there was no accommodation in the drive shaft for the "O" rings, that leads me to think there was no grove or slots in the OEM shaft to place them. am I thinking correctly ? That points out a real weak point with Facebook. Any information or videos placed there by someone is lost when that person passes away. The accounts are locked forever! Here on the forum it is stored in a way that it will be open to all down the road. So much information will be lost to those who follow us !! Rich.

You might want to take a look at this link for some of your parts. http://www.densoheavyduty.com/windshield-washers Rich

TNTraverler, By chance are there any numbers stamped on the back of the cover plate? I did find this one but the AC outlet opening is different, among other items, it might work by making some cuts in plastic for the existing connectors. http://www.lowes.com/pd_303128-63374-VH63R_0__?productId=3701836&Ntt=specialty+cover+plates&pl=1&currentURL=%3FNtt%3Dspecialty%2Bcover%2Bplates%26page%3D16&facetInfo= I did look into some Hubbell listings and they offer a number of different covers, however ! one would need to do some rework to make things, so you could get the proper covers for the items that exit the current cover. Rich.

wellsie, Welcome to the FMCA Forum! By chance do you have the OEM part number for your Air Springs ? and it so, could you post the number for the group. By supplying the part number of the rear units would help provide a designed series. The second option are pictures and the dimensions of your parts. There are suppliers. There are a number of designs with specific operating pressures and weight parameters. Not a one size fits all. So any chassis information, What chassis and weight information would be helpful. Who's suspension is on the coach? Neway or other. Maybe that will help narrow down the style and operating range of the air springs for your coach. With enough information at hand then a phone call to a supplier, could possibility come up with a good part number. Rich.

Larcar, Welcome to the FMCA forum! Take a look at this thread on the forum. Think it might be of some help. http://community.fmca.com/topic/5761-windshield-wipers/?hl=%2Bwindshield+%2Bwiper Rich.

Sheepdog, Welcome to the FMCA Forum! As mentioned above, I would also think there was a circuit breaker issue. By chance is the Rear AC a little smaller then the front one? If it is I would change out the breaker. You might check for a loose connection, One not as tight as it should be at the generator, the interface J box area connecting the generator wiring to the coach wiring and the connection(s) at the AC circuit breaker panel. Disconnect from shore power and stop the generator before working on things. If you are not used to working with AC circuits, get a little help ! Rich.

Could you post whether it is a Class A or C for the group. Rich.

Hi Chuck, Welcome to the FMCA Forum! My thoughts on the possibilities: Restricted exhaust system, Restricted air intake-filter or hose, Leak in the high side output from the turbo to the intake manifold, bad intake manifold gasket, leak in the CAC. Poor fuel pressure-weak lift pump or injector issue. Also check the intake hose going to the air compressor of a hole. Rich.

This product works well for many applications. http://www.lowes.com/pd_213197-39963-D00110101_0__?productId=1059839 Rich.

K. William, Ah ! that clears the water! There are a number of service intervals, depending on who's generator is installed and the fuel used. LP burns the cleanest so the oil does not get as dirty, but one still needs to change it once a year along with the filter per the hr.meter and change air filter according to the hr information in the owners manual. With Gas and Diesel units one also needs to change the oil, air and fuel filters according to the manuals. The larger units need to have the coolant changed on a regular bases. Most generators have set maintenance intervals, like 250 hrs, 500hrs and 1000hrs. the 500 and 1000 hr repair intervals can require removal of the larger units to replace the water pump belt and possible cab. work, spark plugs and wires. Diesel units would include injectors, glow plugs and some other items. Hope this information gives you a good baseline. Rich.

Jim, From under the coach, using a pair of channel lock pliers; grip the drive link from the motor and the shaft connecting the drive motor to the rack gear to see if one or the other moves or if they move equally or not at all. You will be looking for any movement in the gearbox / lash or movement in the drive link with the motor an the gearbox assembly not moving. The locking arm in the motor, locks the motor shaft. So if the motor does not move there is some play in the linkage that could indicate wear in the system. The kitchen slides tend to be the heaviest loaded slide. Is the 1/2in to 3/4in. gap equal at both ends of the slide? Rich.

Thanks JDesiderato! This link should connect you to the wiring diagrams for your coach, all things being equal. I will look them over also to see if I can find any information regarding the wiring for the HWH system. At the bottom of the page listing the electrical, you can get a complete list of all the wiring layout. It is a large file 115 pages. Reference to page 85 as noted below. http://www.winnebagoind.com/diagram/Wiring.htm This should be the information on your jack system, as you mentioned that you had flip up stile. http://www.hwhcorp.com/ml35963.pdf Now the head scratching begins. Rich. Edit, On page 85 of the expanded electrical drawings, there is a reference to the Hydraulic jack in the battery legend wiring block referring to a Blue wire that would power the jacks. So they could have been a OEM install. The HWH manual should give you the hydraulic plumbing and flow control valves and wiring.

JDesiderato, Regarding your HWH 625 system, could you post the Model, Make and Year of your coach for the forum. Then we can look up the information related to the one on your coach. Some manufactures add different lock outs and safety circuits that need to be considered. Rich.

Dapperdan, With a good / correct voltage reading with no loads and the L1 circuit working properly, narrows it down to the L2 circuit. A voltage reading of 8 volts would lead me to a defective connection at the Campsite riser, defect in the 50 amp shore cable, a loose or defective connection at the coach connection for the shore cable, an issue with the transfer switch or a loose connection at the L2 breaker or the breaker being defective. Now, if everything works when you run the generator, the breakers are working properly. That would mean something in the other items listed need to be checked. Have you tried to connect to a different shore power outlet? If only to see if things work correctly, if everything works that would mean a bad circuit in you campsite 50 amp connection. All the other items listed would need to be tested with a meter(OHMS Scale) and visually inspect all these point. Rich.

K. William, Like Explorer mentioned, the number of hrs one accumulates depends on how you use the coach and when generator power would be used and for how long under different conditions. No one really uses there generators the same or camps and travel to the same locations. Rich.

astmi, This is a link for refrigerator seals. The one pictured in the link may not fit, but you can call them with you seal dimensions and see what they have to offer. Hope the information gets you started to a solution. http://www.repairclinic.com/PartDetail/Refrigerator-or-Freezer-Door-Gasket/WR24X433/1979 Rich.

Jack, there are a number of them. Google signal tracers. There are so many and some are on the high side cost wise, so look over some of them to find something that you think would work for you, and other applications that it might work down the road; post your choices and I will review them for you. Tom Butler posted some information on the location of the solar wiring that might be helpful also. As he mentioned the amount of solar power you are considering, might require an increase in the wire gauge. Post you thoughts and the forum members will be willing to do some math if need ! Rich.

Jack, The #6 wire you found. Do you know that is one end of the wiring your looking for, if it is, then one can use a signal injector to put a tone on the wire and trace it. you might even get lucky and find the other end. It might not be even close to where it is supposed to be. In that case you might be way ahead of the game by running new wires. Rich.

Tigressabebe, Welcome to the FMCA Forum! I was wondering how you made out, or if the information I posted on your Blog was of any help. Do you have the owners manual for the unit and will the unit work when using the the controls on the set its self ? Sounds like the replacement remote information I posted at the Jensen link did not work. Have any of the universal remotes worked to some degree, like turning it on and off at all ? When Bill chimes in he might have some good information. Think he is a little more current on the newer remotes I have gotten a little rusty over the last few years. LOL Rich.

Jim welcome, When you mention no 110 power on the inverter, do you mean going to or being supplied to the inverter, you mentioned that it looks like it is charging the coach batteries. So with the power off to the inverter / charger what is the voltage reading of the batteries. You might need to read one at a time. NOTE, please make a drawing and label any cables you remove to check the batteries. It is to easy to get them reconnected improperly. Been there done that !!! You might want to get a hydrometer reading of each cell, if they are the wet type. One bad cell can really limit there charge. Do you have the owners manual for the coach? This is a link to a PDF copy if you do not have it. http://fleetwoodrv.com/partsandservice/manuals/1999_AMERICAN_EAGLE.pdf Rich.

Beast Master, Welcome to the FMCA Forum! The first item that comes to mind regarding your idle speed being high is a vacuum leak! A leak will increase the idle speed about 300 RPM, if its a substantial leak. That being the case and the heat around the engine area, I would suggest replacing ALL the vacuum Lines if they have not been changed. Post the status of the lines and if they have been replace for the forum. That gives all a good starting point. Also, have you look over this website, it may also prove helpful: http://gmcmotorhome.info/howell.html Only running on one cup of coffee! Remember to check to vacuum advance of the distributor. Do you have a hand operated vacuum pump? A defective vacuum actuator will have a direct effect on idle speed. Rich. A direct link to the Vacuum system information. http://gmcmotorhome.info/howell.html#VACUUM