dickandlois

Ray, You might want to connect a 12 volt charging wire / circuit to the toad battery. Back feed relay and a diode to isolate the coach and toad 12 volt systems. The other item you should check into. I have a strong feeling that you 06 model year coach already comes with the extra fuse / relay box. Might be worth looking into. The one they hide in the rear area of the coaches. Should your coach have this item it gives you some convenient options. Rich.

Thanks Ray! That sure looks like the way it needs to be removed. The clearance between the frame rail and engine is 6 an 1/4 in. that is the tight spot !!! Well, along with getting ones hands, arm and a wench into the space. Thinking that I would need to drain the power steering reservoir, remove the low pressure line and hope that the high side line will move enough so the power steering pump clear the air compressor like you mentioned. There is one cooling line that runs under the area, so that water line will need to be removed. The high pressure oil feed line connectors are rusted and they are in a tight spot. That line needs to be removed. The air in and out lines need to be removed from the top area of the compressor also. Then hopefully the pump can be pulled back enough to clear the drive gear. The only other item that could be an issue is getting the top of the compressor to clear as it drops down between the engine block and frame rail. Just hope that I can find an inside space to work on it, as its already getting on the cool to cold side this far north. I do have one more shop that will look at it an give me a price. Hopefully I can get it in this coming week. Then I need to order a pump, as they are rebuilt only on request and not a stock item at the time. LOL Rich.

Well, after driving the coach to a dealer, Brett! depends work well to keep the oil contained, but it is a wee bit tight to get it wrapped. I got some feedback regarding the air compressor replacement, after having it looked at. Because of the tight area the compressor is located, I got a price for labor only and it kind of buckled my knees. With the cost of parts and labor it was close to $ 3000.00. One gets the feeling that its not a job they want to do. So I'm going to keep looking or see if one of my contacts has a hole in there shop that I could us for a few days the tackle the thing. Will start to spray the bolts with some penetrating oil and loosen things up on my own in the meantime. Rich.

This is some good information for coach owners who are into repairing there own coaches. Authorized Service Parts • Customers may perform their own service – Maintain accurate records – Does not void warranties • Genuine parts ensure quality Parts should be ordered using your chassis VIN to ensure correct parts Note: Part numbers are accurate at time of printing and subject to change without notice! http://www.accessfreightliner.com To apply for a password, Go to new fleet user. Fill out all information including chassis vin# Submit information in10 days to 2 weeks you should receive a password This will give you access to Parts Pro EZ Wiring Campaigns Recalls Literature This link will get you a copy of knowing you chassis. http://www.stallionbus.com/service/pdf/KnowingYourChassis.pdf This is a little more informative them most Knowing Your Chassis files publisher by Freightliner in the regards to service intervals and part numbers. 2007 chassis maintenance manual link. http://www.rvtechlibrary.com/chassis/fliner2007_XC_maint_manual.pdf Changing power steering fluid link http://www.tiffinrvnetwork.com/crusingator/P/P-061.pdf Rich

This filter is often missed when changing the fuel filters on freightliner chassis, so to clarify its location and the replacement number the following information should be helpful. ISB-02 In-Line Fuel Filter/Strainer Cummins ISB-02 engines have an in-line fuel filter/strainer along with the fuel water separator. The Filter/Strainer is a 104 micron filter used to screen large contaminates from the fuel tank to the fuel system lift pump. Located on left side frame rail behind the rear axle, near the transmission and is hard to see because it is small and black in color. This fuel strainer can become clogged and cause the engine to have poor performance and loss of power. Or worse case, deprive the engine of enough fuel that it shuts down completely. The part number is RAI 025RAC10 and can be purchased through any Freightliner dealer. In Line Strainer==== Racor RAI-025RAC1 Fuel strainer may be located in one of two positions: 1) Inside the left frame rail just behind the engine near the transmission. 2) Located inside a cushion clip, mounted off the left side of the engine. It hangs just below the frame rail. Fuel strainer is black in color, just less than 5in. long. Rich.

Rich746, Welcome to FMCA! The way each state taxes a motorthome or not depends on the state of residence. Some tax personal property like RV's on value each year as they depreciate. Other states just charge a registration fee. So one needs to look at there state and local tax laws to know how its handled, to fine the best way to address the issue. Rich.

Bluebrids, Have a question for you. Does the Jeep your looking at have there new 9 speed transmission? Been reading where they are having some software issues with the system and are way behind in getting them out to the dealers. Rich.

Len, Thanks for posting the answer!! Now we are all a little smarter! Hum!! Now can I remember what filling cabinet I put it in !! LOL Rich.

Hi Scott! Welcome to FMCA. There is and added fuse / relay box starting around the year your coach was built. They are wired into the chassis electrical system by Coach builder is most cases. The common location(s) are in the pods just behind the rear wheels, passenger side, but some are on the drivers side. They can be in the one just in front of the wheels. Kind of depends on the floor plans in most cases. Its generally gray in color with a smoky gray cover. There is often a decorative cover over the box and that is what makes them hard to find. There could be a very inconspicuous label right next to the area. Its like a treasure hunt no one planed on !!! Calling the coach manufacture with the Fin / Coach number could prove fruitful. Rich.

Its well after 5:00 and no returned calls from any of the dealers, regarding my question of whether I should drive the coach or not with the oil leak that appeared in may air compressors main casting. LOL Rich.

One is always learning! I just looked over some Chassis air system drawings and noticed that they had a PPV(Preset Pressure Valve) in the air ride supply system. The Pressure setting on the valve feeding air to the ride height system was 65 LBS. This system does not have ping tanks in the ride height system. So now I'm going to have to see if this is the new norm on systems with out ping tanks. There are drawing without ping tanks that run the same pressures that my setup has. Now, I was sure that the ride height pressure on my chassis is running at 120 PSI / the compressor governor is set at 125psi. and the pressure gauge on the air supply for the ride height varies from 90 to 120psi as the pressure in the secondary air tank changes with demand. Rich.

Thanks Ray, I wish that is what it was, cleaned and pressure washed the area. Then let it set for a few days. The line stayed dry, but the casting is dripping out a rust hole in the bottom. Rich.

Brett, Engine is a Cummins ISB. Regarding the pictures, I have some but, at my limit for attaching them to a thread at the time. Wrapping the pump is a good idea. Will have to look at the thing again to see how to attach them around the bottom area only. Might be a good use of some depends that where left over from a time they where needed. Rich.

Well, A new issue has presented its self. Upon returning home from our last outing it was time for the yearly oil and filter changes. When I crawled under the coach, a spot of oil was spotted and upon a closer look, oil was leaking from the air compressor casting, not the seal area(s). I say seal areas because the power steering pump is mounted and driven by the compressor. I did go ahead and change the oil and filters and have been keeping an eye on that leak. The leak is getting a little greater as I drilled into the web for a replacement and the other parts required to complete the job. Some of the parts appeared not to be the common over the counter items. LOL Now, it is tight in there, with the need to remove some water cooling hoses, air compressor governor and the power steering pump before attempting to remove the compressor. The big issue for me now is the best way to approach this one, do I attempt it at home with out the aid of a lift and outdoors with the first signs of winter or get it done at a service location I use for much of the involved work I no longer wish to attempt when the weather is on the cold side. My main concern is driving the distance required to the service center and hoping that the leak does not become catastrophic, with a large loss of oil and total pump failure. Resulting in no air pressure, loose of power steering and the need to have the coach towed. Kind of between the proverbial rock and a hard place at the time. Rich.

dorfboyzz, A welcome to FMCA also. Like Brett said, start at the ground !! the odds of the problem being the horns is very small. Bad solenoid winding, valve or just a fuse would be my first items to check, the steering wheel horn switch is also a possibility. No more trying to see if you can bounce, if you are like me things do not heal as fast anymore!!! Rich.

A sharp popping or snapping sound could be the coupling or shear pin breaking. Was the sound from a dual drive rail slide system? or a single drive rail system? Do you still have power to the drive motor ? Could you post the manufacture of you slide out system for the group. Rich.

Steve, Per Ray's post, Brett's thoughts and looking at the troubleshooting guide for the ISB. The issue could be low voltage to the fuel supply solenoid or that part of the rebuilt injector pump is bad / intermittent. Be sure the power and ground legs of the VP-44 power supply are in good order; inspect the lift pump, power relay and fuses for corrosion. Any connection issues at this connection or circuit could decrease the voltage going to the pump and that could cause the fuel supply valve to open intermittently. leading to a hard to start problem. Also could manifest itself as a loose of power, due to decreased fuel flow to the injector pump. One needs the wiring connection drawing for the power connection on the cable connector going to the VP-44 pump Rich.

Ray Good point !! Your thought is valid and I'm beginning to thing along the same lines. Having a bad pump installed is not what one wants. Kind of hopping there is a fault code stored for something else. Rich.

Steve, Thanks for the clarification. Do you have any codes in the ECM? You can read them manually using the check engine light, Idle speed and engine check switches. I'm beginning to wounder if you have a circuit problem, regarding power in the fuel supply circuit power the fuel shut off relay, ECM or wiring. Beginning to sound like an intermittent electrical issue. I will see if I can copy over information on testing that circuit if needed. Rich. ECM Error Codes that might be related to your problem. There are others, but these are the ones that stand out and because of your description some stand out more then others. Code 364-ECM to pump communication error. Code 365-Fuel pump voltage out of range Code 369-Fuel pump to engine synchronization Pulse not recognized Code 368-Fuel pump can not reach Commanded timing Code 373- Fuel pump,fuel shut off error. Code 375-ECM fuel calibration corrupted. Code 391-VP44 Relay coil supply circuit.

Sctucker, Welcome to FMCA! Rough running engine sounds like a fuel issue. There could be a leak in the fuel line between the lift pump and the fuel tank, allowing for a leak back of the fuel. You did not mention if your engine ECM set any fault codes. When they changed the VP-44 injector pump, some dirt could have gotten into the fuel lines running to the injectors. When did you have the valve lash checked last? When did you change the air filter and fuel filters last? What is the fuel pressure reading between the lift pump and the injector pump? Rich.

Drambo, Welcome to FMCA! You mentioned that you had the RV dealer install the circuit(s) needed to keep the battery charged. When you have the car connected to the coach, open the car hood and measure the battery voltage. Then start the coach, the battery voltage should read around 13 to 13.5 volts when measured across the positive and negative terminals, if not then the charging circuit the dealer installed id not working. Let the group know what you find and post your findings. Rich.

Makes for some interesting interaction and how things have changed in one generation and to what we and our grandchildren now consider camping or boondocking. In many ways equal to how things changed in my Grandparents life from the horse and buggy to a man on the moon. Sometimes its hard to grasp the reality of what is now the norm. Rich.

When one up grades to a multiple camera system, they do not always come with the needed accessories to make the side view cameras work when the turn signals are on. To make them work one needs to install additional relays and wiring. They can be switched manually in most cases, but its not the best idea to take ones eyes off the road an look for the switch each time. Rich.

Len, Brett, mentioned the ATS switch / Relay that transfers power from ether the generator or shore power. There is a possibility of a ATS failure, but you need to check and see if you have AC and DC power when on either shore or generator power. Some coaches have a manual (push button) switch(s) that control solenoids located near or in the entryway to disconnect the coach and chassis batteries from the circuit panels. Often the switches get bumped unknowingly and the circuit is disconnected. Others have rotary switches in or near the Coach and Chassis battery bays that disconnect the batteries. Should the chassis circuit be open, then you would not be able to start the coach or generator in many cases. Should the coach disconnect circuit be open then you would not have 12 volt power to any of the low voltage circuits. Should you have 12 volts when on shore power or when the generator is running, there has to be a 12 volt charger or source coming from somewhere. The switches can be named, Main and Aux., Chassis and Coach, Ship and shore; in some cases one manually selects where the 120 volt AC is being supplied. Rich.

Len, I have been reading and rereading your post. You did mention that you had lights and refrigerator light when the generator was running and on shore power no lights. Correct? I'm wondering if that is the case if you switched the shore power / Generator switch and its in the generator position and not the shore power position. You also changed out the batteries, Correct? If that is the case did you get one of the battery parallel or series jumpers on a wrong terminal? That could be causing the problem also. When you get to the coach check the wiring and measure across the points that should read 12 volts. Rich.