dickandlois

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.

So Glad you are both OK ! just now finished reading. From you post is sounds like you will be able to continue on to your appointment and then find time to get items repaired. Rich

Rein, Been looking around my files and did not find a listing by volume or weight of freon. The most common method used on this side of the pond is with a set of pressure manifolds. I'm not on top of my conversions from PSI and KP., but the common pressure on the low side of the systems is 28 to 30 psi in English. That is the point where the compressor will run continuously with out cycling on and off. The trick you need to use some times is to turn off the system and let the pressure equalize, then continue to add freon until the proper pressure is reached on the low side of the system. DO Not charge above 32 PSI. above this level can cause part failure!!!! (220.64KPa.) Think I got it right ! Remember to run a vacuum test on the system before charging and that the proper level of esters are in the system before charging!!!! If the system has been running fine up until just recently and there is still a charge close to the required level on the low side, you might only need to top off the system to get it working. ALSO ! a set of badly celebrated gauges can cause problem of an over or under charged system !!!!! Rich.

Hi Len, Welcome to FMCA! The 12 volt system batteries should charge off the Engine Alternator directly or through a battery isolator, even if you do not have a Charger / Inverter. Brett mentioned measuring the voltage across your coach batteries with a meter. What kind of reading do you get across the coach and chassis batteries with and without the engine running? The voltage at the refrigerator control board needs to be above 10.5 to 11volts for the refrigerator to run on LP or AC. Could you post the make and model of your refrigerator for the group? Rich.

Thanks Tom !! Good information, but is one really boondocking when plugged into the power grid? Rich.

I had to look at the oil requirements when you mentioned 15-40 grade and it is OK for the unit. Regarding the oil filter, the manual lists part number 122-0836 for your unit. Was the proper filer used ? Part number 122-0800 is listed for a number of the generators. You mentioned smelling fuel, so that should not be an issue unless there is an open fuel line. With no hits or misses, it sure sounds like ignition issue, the only thing I question is an oil filter issue ??? But if that part number is correct, that leaves ignition or that open fuel line I mentioned. Do you read any codes from the System? What year is your coach? Rich.

Hi Steve, Welcome to FMCA. There are no real set rules. The main item is knowing your coach and how it handles is different conditions. Basically, every coach will handle differently depending on how one loads them, the condition and type of tires and wind direction. Cross winds are the pits, while wind coming head on kills MPG, but are drivable. Wind from behind adds to MPG. When the red flags are out, just stay put. I have been to close to a wall cloud once or twice and found cover. Also been inside the coach when it listed a little more them we would like. Always parked the the awning side down wind. Strong winds can and will peel then off the coach under the right conditions. In over 175,000 miles it has only happen 3 or 4 time where we felt, what I would call very nerves conditions. You need to adjust your speed in most cases, when it comes to snow, sleet and ice; one needs to get off the road !!!! The surface area of the coach, the total lack of traction and very little wind can push the coach off the road !!!!! So just find a place to pull off, keep the slides in and weather out the storm. In some cases you maybe the only coffee shop and canteen for miles. One can see the best and the worst in people. Just go with the flow and enjoy the fact that you have a house on wheels. Rich.

spudsmeister, Welcome to FMCA!! The AC/ DC requirement limits the number of suppliers. That removes what I would consider the more highly rated manufactures. Do you have a reason for the DC capability ? Many of the 22in. LED units will run on small inverters. you might look into this unit, although its not from a main stream manufacturer. Axess TV1701-22 22-Inch 1080p Digital HDTV, LED AC / DC TV Full HD with HDMI and USB Rich.

Blaine, From the pictures you posted, it looks like the clear coat has deteriorated. It is a little hard to tell for sure, but the best way to get the glossy look back might be to clean and prep the surface for a new gel coat. Then replacing the pin striping would bring her back to a good as new state. Rich.

What fault code(s) do you get: 3,4,5,6 or 7? I do not see one that fits your description in the operators manual I have. Do the storage pods move in and out with the slide sidewall? How much weight do you have in the pods if they move? and what is the weight limit of the system, if its covered in the owners manual? Rich.

enagemmd, Your thought might fit into the Towing thread monitored by the GM engineer: http://community.fmca.com/topic/4305-gm-needs-your-feedback-on-dinghy-towing-4-wheels-down/ He is collecting information on how RV's tow there toads. Rich.

Hi Bill, and Welcome to the FMCA Forum!! Just wondering what a your present altitude is ? There is a setting on the carburetor to lean out the mixture if needed. The setting is often set for sea level operation ! Rich.

Petenancy, Welcome to FMCA. Are you asking because the slide will remain out, with the coach parked for an extended stay or are you looking for a solution if you might be where the slide would be out in a snowstorm over night while on the road? Rich.

Mark, the key is to keep an eye on the water levels and check the charging setup on the charger. I find that the battery's need water about every 8 to 10 weeks, need about one gallon of distilled water to top them off. with the Freedom system in my coach. One could remove the batteries and place them where they would not freeze, but he would also need a trickle charger to keep them in good condition. So it might just be easier to leave them in the coach. Rich.

Jaime, Trying to think of options! Could you get a sight at one of the summer RV resorts / Snow season ski resorts that has a RV site you could use for the coach, winterize the coach so things would not freeze and use one of there cabins as a base camp until its time to head south? Not a lot of snow yet in November and they might be glad to have a guest before the snow season gets going. Think there are a few in the state, just not familiar with location(s) Rich.

AWG 12 is a little light for 30 amp loads, AGW 10 would be a better choice, but I need to ask how long is the run between the coach shore connector and the feed panel. With the readings you are getting I would lean towards to 10 Gage and if its a long run 8 Gauge. Rich.

With the load running and no load check the voltage at the 30 Amp outlet box. Are you at home or a campground ? Should you be at a camp ground, measure the voltage at the 120 volt outlet next to your 30 amp connection. If its low then there is a problem with the shore power source. The same condition could be happening at home if the wire gauge is not the proper size to carry the required current. The other point(s) to check are the connections at all the plugs and sockets. Loose or damaged contacts can also cause issues and one never knows when they will pop up. ONE Must make sure all circuit brakes and power sources are disconnected or off. For proper voltage readings, ALL the connections must be tight and clean for the 120 volt circuits and the 12 volt circuits to operate properly. Running 2 AC units on a 30 amp circuit is right at the limit for that sized circuit. The middle AC unit is wired into the second 120 volt side of the power box and is not available on any source less the 50 amps. Could you post some information on where you are connecting to get power to the coach? Are you home or on the road? Hard to forward good information with limited information. Did you have the problem before the batteries where replaced at the same location you are currently parked? Rich.

Do you have AC Power from the 2 AC Circuits when the inverter is off? And what voltage are you reading? The internal transfer switch can cause voltage issues. What is the charge voltage across the house batteries with the inverter turned off? The ME2012 is a 200 amp modified sine wave output inverter. With a 30 amp AC input being common and 2-120 volt AC outputs with one 15 amp circuit breaker and a 20 amp breaker. The input and output breakers / reset button are located close to the bottom edge, externally just behind and below the AC access cover. With the coach plugged in the inverter would not need to be running. AC power would be supplied from shore power. With the Inverter running, the internal transfer switch connects the AC input to the charger, charging the batteries; that in turn power the inverter portion supplying ac power to the 2 AC outputs built into the unit. This is a link to the owners manual should you not have one handy. http://www.magnumenergy.com/Literature/Manuals/Inverters/64-0002%20rev.%202%209-03%20%28ME%20Series%29.pdf What size and style batteries are installed, Wet or AGM and are they 6 volt or 12 volt house batteries ? There should be a fuse between the alternator and the Charger. The size can very depending on the output of the alternator. The output fuse size for your inverter could be a 175 or 200 amp fuse. Rich.

Duainsworth, Welcome to FMCA ! I do not have the Electrical wiring for all the Monaco models, but many are wired almost the same. The circuits are wired with 12-2 wiring and a 15 Amp. breaker. There are options and they vary when the coach has a slide out. Slide out wiring comes from the same breaker, on a split feed. Powers the arm rest table lamp, computer option, D/S armrest power if equipped with a slide out option. On all the models the standard wiring supplies power to the P/S in overhead, VCR and DSS, Stereo and Dash navigation option. The single outlet is disabled when the coach is in gear, so if you use that one to power equipment it will power down when coach is in motion. You need to know and list any and all equipment added, like data link equipment and systems and or other signal or audio add-on equipment. The Total current draw can not exceed 15 amps !! Rich.

I suspect the EMS(energy management system)Systems are programed differently in some cases, that would account for some of the differences. There are now three models of the system, 750, 800 and 900 series. The other variables, what component failed in a particular system could have an effect on how each problem affects the coach and the coach wiring layout. The system complexities are always increasing. Having 2 inverters on the all electric coaches, each one supplying 110 volts to make the electric stoves work is quite common. So if one of them is not running ( open circuit breaker) could be the point where one looses half of the voltage or part of the 50 amp feed. Power system issues will keep increasing along with all the features. More bells and whistles= more to go wrong !!!! Rich.

Stacie, It Looks like there group page is currently lock due to spam problems. So just maybe one of there current members that also belongs to the FMCA group will contact you and offer a solution. Members of FMCA can post a PM (private message) that will go to your personal email account, so keep an eye on you account. lets hope you get a reply ! Rich. Joining a group Keep in mind: Some groups are private. In these groups, your request will be sent to the group's moderator for approval before you can participate.

Mike! Good to know all is well ! Another good testament on checking for good connections and grounds and a good idea of what the problem might be, if one has work done on the coach. Thanks for your service ! Rich.

Hi Stacie ! Welcome to FMCA ! I have a feeling that there are some MCI Bus Nuts hanging around on the forum. The group does some amazing work. This Link might get you some good information. http://groups.yahoo.com/neo/groups/mci-bus-nuts/info Thank you for your service. Rich.

DD, good point! I wanted to point out the main cause of relay / solenoid failure. I did list wire as the number one cause of electrical problems, but did not mention the connections directly. Thanks for your post. Rich.