dickandlois

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.

They fail because of high current loads across the contacts that cause arcing, when switching from generator power to shore power, or when switching from shore power to generator power. The arcing damages the contact points by removing contract material and depositing carbon. The loss of contact material and carbon build up increases contact resistance that in turn increases heat. That process continues until the current can no longer pass across the contacts at a level required in the circuit(s) the relay or solenoid controls. The items with the highest start up current requirements are AC units, Refrigerators / freezers, heat pumps and motors. I have made it a priority to turn off the AC unit(s), set the refrigerator to LP and turn off the furnace(s) before disconnecting from shore power or starting or stopping the generator. Once the transfer circuit has set its self to the proper state to supply power from the generator or shore power, you can turn things back on. The contact points are closed, so there is no arc. Happy contacts = happy relays and solenoids. Relays and solenoids do fail from time to time from actuator coil failure, but that is rare. Save money in the long run, fewer parts, less labor time and that equals more money for fuel and fun. I made money over the years replacing parts!! So over time replacing current carrying parts with one rated at a higher current rating will payoff in the long run, but one must remain diligent to reap the maximum reward. Wire, transfer switches (relays and solenoids) and diodes top the list. Rich.

Paul, I would check the chassis batteries and connections, look for a disconnect solenoid / relay or the fuse controlling the circuit. Sounds like your charger is running when connected to shore power supplying 12 volts, but are the batteries charging? Rich

Good morning Tom! I think your model year has an inline fuel filter that is mounted along the drivers side frame rail. This one is real hard to find or see !!! Located just kind of behind and above the rear axle. You might give Freightliner factory service a call, They are located in Gaffney, S.C. off RT. 95. 1-800-FTL-HELP (1-800-385-4357) You will need the last 6 numbers / letter of you Chassis VIN number. They should be able to supply the information and part numbers. Hope the information saves you a tow bill !!!!! Rich

Ray, That will happen because it causes a direct short !!!! Now, if you are an electronics kind of guy, you can install steering diodes in the circuit and when you push the switches at the same time the fuse should not blow. !!?? Rich.

Horton, Welcome to FMCA! Do not think there are any real surprises, but how about posting the model of you refrigerator so the group knows and can take a closer look. Rich.

Hi Danny, Welcome to FMCA ! The problem with many of the sealants is that they react in a negative way the the EPDM roof material. Just sealing the area with something not made for the roof material could get you into a situation that would require replacing the entire roof membrane. Nothing with any petroleum based material can be safely used on the material including soaps or cleaning agents. Rich.

Duffel, Sounds like a plan, remember that the fan draws air in over the evaporator coil and the air temperature would be higher due to the heating affect. You did mention that the fan would run longer while driving do the road. To me that could mean that the air entering the AC unit through the side vent could be having a cooling affect on the hotter air being drawn in through the evaporator. It will be interesting to see what effect the capacitor has on things!! Rich.

Dalltop, With the fan turning freely, clean evaporator and surrounding area clean that kinda removes the mechanical items out of the equation. Like you mentioned. Caps can break down when hot! I keep going back to the compressor, BUT have to remind myself that it will keep running. So I'm back to the starter and the caps. Kind of have to eliminate the starter, because it always starts when on low speed. Always has a problem on high speed correct? That would leave the high speed winding in the motor or the run cap. So I would change the run cap and see what happens. Should it still quit on high then one has to lean towards the motor and an issue when it heats up. Second question, when the fan stops on high, Will it start right up as soon as you set it to low speed? There is a clue to the problem in there somewhere, the trick is to find it. !!!! LOL Rich.

Duffel, Welcome to FMCA! Have you taken the time to remove the cover and clean the Evaporator fins? Dirt build up or items can block the fee flow of air through the coil. This leads to thermal build up and loose of cooling. Rich.

Recall information Koni North America (KONI) is recalling certain shock absorbers with model numbers: 8245-1146L 8245-1146R 8245-1201L 8245-1201R 8245-1203L 8245-1203R. These shock absorbers were manufactured January 2008 through April 2013. The affected absorbers were manufactured with an incorrectly welded bracket which may cause the shock absorber to bend and rest on the drive shaft. A bent shock absorber may compromise vehicle handling, increasing the risk of a crash. KONI will notify distributors and advise them to contact their customers of the recall. The shock absorbers will be replaced free of charge. The recall began on May 16, 2013. Customers may contact KONI at 1-800-209-3350. I tried to cross the numbers to there application(s), but could not find a cross reference from part number to application. Posted the information because many Coach owners also use them for other vehicles. Rich.

Hi Gerald. Welcome to FMCA! Most common item used on the seals is silicon spray applied to the seals or rag and wiping them down. Cleans and preserves them an prevents them from sticking to the contact surface when extending the slides. Note, the seals at the top of the slide outs are difficult to clean if you have slide toppers. I have a handle that I use to wash and wax the coach, so I made up a attachment that allows me to reach under the topper, sliding the pool along the roof area and pressing it towards the seals to do that area. A little awkward when working from a ladder, so if height is an issue for you a little help might be good. Rich.

Hi Harvey, Welcome to FMCA ! DD just posted some information regarding the Batteries These are links to some good information covering Tiffin, Service and Repair information. http://www.tiffinrvnetwork.com/crusingator/P/ http://www.tiffinrvnetwork.com/crusingator/ABfyi/ Over time they might prove helpful. Rich.

Heather, The fact that you had to return the OEM unit for warranty repair / replacement made my ears buzz just a little. If they/Country Coach covered the replacement under warranty, then I would think it should be programed. Basically your no better off then you where with the original. For lack of a better term, It just does not smell right !!!!! As I ponder this issue, Wounder if they sent you one with the wrong frequency, if its a RF type remote. Frequency would be important. The programing would be the same but frequency need to be proper to match your controller. If its an IR system then that thought is void. Rich.

gfarmcafe, Air pressure levels the ride system that are set more for load, then for ride. The item with the largest impact are the shocks, having said that; systems are equipped with ping tanks that allow air to move within a set of parameters, that allow for a portion of the air within the system to move in a predetermined range and pattern. Primarily with the use ride height controls set at a predetermined starting height that changes as the road surface varies. Shock absorbers on the other hand are designed in a number of ride control ranges for a soft or stiff ride. Hope that helps answer your question. The total answer gets into a lot of Physics. Rich.