dickandlois

Michael, I have been checking into the codes. The interesting thing is that the 251-2-1 ASE-Cummings code looks like 319 code from Silverleaf are one in the same. Real time Clock error. The code readers look at the same problem and interpret then with different numbers. 251 =s PID / SID code 2 =s FMI Code 319 =s Eaton Code from what I have found. Everyone is listed as a real time clock error. looks like you get the same error, but with a different number depending on what or who's equipment one uses to read them. I hope someone can post some feedback and clear the muddy waters on this. I'm sure scratching my head. Got my head in front of the fan on this one. Rich.

Hi Dave, Welcome to FMCA. Possible solutions. http://www.rvwheelchairliftsoftexas.com/ http://www.abc-companies.com/rv_and_bus_wheelchair.asp http://www.pplmotorhomes.com/rvservice/rv-handicap-lift.htm http://www.auto-handcontrols.com/superarm_lift_system.htm http://www.handicappedtravelclub.com/htc-info.php Hope that these links might get you started to some fun traveling with your sons. Rich.

Thanks for the information. I do not see anything that stands out, but I'm going to go out of the box a little. But first could you post how many miles on it. Want to get a base line for what I'm pondering. That 319 code pops up on a number of the coach's as I look at the log history on one or two of the threads on the web page. One more thing, have you lubricated the engine brake's mechanical assembly, if your engine system has a maintenance schedule listed for that ? I have to look in my files and see if I have the Cummings ECM codes for your Engine on file. With the newer engines and ECM's the code list is getting rather long. If I have a list, I will go line by line to see if there is any code listed of any engine brake issues as time allows. In regards to the ECM storing a code, a little ify, There should e other issues if the ECM is being temperamental. I'm personally leaning towards some noise in or on the 12 volt chassis power lines / bus and that can be a real hard one to find. Do you have an oscilloscope by chance / the only way to see nasty noise spicks and they can come and go with temperature changes. Oh ! thanks for the little tip on the LCD screen, Will through that into the mix. The little things can make for a nasty brew. NOTE ! ECM Code,243='s isl Engine Brake Supply Circuit issue on engine up to 2003 year. Now can I find one for your model year >>??? Rich. NOTE ! Engine Brake Codes 2362 Engine Brake Actuator Circuit Number 1 - Voltage Below Normal or Shorted to Low Source 2363 Engine Brake Actuator Circuit Number 2 - Voltage Below Normal or Shorted to Low Source 2366 Engine Brake Actuator Circuit Number 1 - Voltage Above Normal or Shorted to High Source 2367 Engine Brake Actuator Circuit Number 2 - Voltage Above Normal or Shorted to High Source None of these codes present, so one needs to look at mechanical or power line corruption. Connections and grounds. Something in the air cylinder valve link or valve.

Mike, Could you post 2 or 3 pictures to your thread of the internal portion of the assembly and any numbers that are on the cover or other parts of the unit. Rich.

Copy of a PM I received from Dave. Sent 11 February 2013 - 10:55 AM Thanks for your interest, Only codes at time were egr and low voltage to ecm.voltage caused by bad battery,egr code common when thia happens according to dealer service mechanic. They say that this dropping valves is not real uncommon.Got mh back last week and now in Idaho,no problems so far.Had all new hoses coolant,all filters,radiator,exhaust manifold,etc installed with motor.manifold had small crack in it. After thinking about this earlier,when traveling in Arkansas in November mh started to miss coming threw mountians.We stopped to check and it sounded like a bad valve at exhaust,i drained fuel water seperator and it came out of miss so traveled on and it ran fine.This i think was valve seat being loose holding valve open.Dealer says seat coming loose is from too much idling and hot shut down.I bought mh used so i do not know if this was ever done.Told me usally valve problem occurs when motor still under warranty.Mine had been in storage for 4 years before i bought it. Again thanks for your concern.Happy traveling, Dave Thank You Dave for letting me know that you are up and running again. Got your second PM that mentioned your well on your way home. Rich.

Hi Cal. You can test the circuit that drives(powers) the device. A Latching relay requires only a momentary pulse to energize and a solenoid needs a continues 12 volts any time its powered. By connecting a test light across the coil contacts. They are the smaller wires connected to the small terminals. If its a latching relay you will see just a flash of the bulb and if its solenoid the light will remain on. Should the light flash and the circuit remain on, then its a latching relay. Its hard to tell if its a latching relay or a solenoid with a meter when a latching relay is used on a failed circuit or latching relay coil failure. Rich.

Hi Cal, Welcome to FMCA Forum. Excellent post with the importance of having jumper cables as part of your supplies. Glad that everything ended well. Rich.

Mike, that's good to know! thanks for the information. You will need to prime the engine once you get a new filter and cap screwed back on. Look over the procedure if you are not up to speed on priming the engine. That process can take time, I fill the filters with fuel before installing them. Can save a lot of time. Rich.

Hi Michael, Relays can act up, but if the problem is time related, you mentioned needing to drive 20 miles or so makes it highly unlikely. Many of the relays used in the buss electrical box are the same number, you might try to switch 2 of them around. The fact that the problem comes and goes, is related to driving time, sounds to me like a intermittent component or a cold solder connection. There are other electrical components that can become temperature sensitive also. There could be a code set in the ECM, but some of them are low level codes meaning the problem the code represent a low level problem and does not directly involve engine performance. You could have the ECM run on scanner to see if there are any codes stored. Question-Its a little off form your issue, but are there any other intermittent issues, like strange gauge readings accruing at all no mater how unrelated they might appear. Hope the weather has not been as bad lately, in the country of some of my four fathers. Rich.

Hi Don, The reset only worked for a short time. How many times have you reset the unit since our last exchange of information? How much of a load are you trying to run on the circuits powered through the inverter when connected to shore power? Are you running electric heaters, hair dryers, and other high current loads at the same time? You mentioned that you have 2- MS-2000 inverters and the one powering refrigerator is working fine, sounds like that unit is dedicated to a limited number of outlets. There is a 30 amp circuit breaker on the AC input side and to large of a load will cause the inverter to power up if the current limit is exceeded. When running in inverter mode,if you have an energy management system it maybe trying to limit the total load by shedding circuit loads. http://www. magnumenergy.com Phone # 425-353-8833 You could talk to one of there techs and get there opinion. Keep us posted on what you fine out. As a work around until you can get things working on the charger side, a 50 amp battery charger would keep the coach batteries charged up when you are parked. If you are not sure how to connect one properly find some help so you do not cause another problem. You will need to disconnect the charger before starting the engine, just to be real safe. Rich.

Hi Joe, This is as close as I could come for your year F53 chassis: Stabilizer Bars 38.1mm Front, 35.7mm Rear 16,000–22,000-lb. GVWR; 38.1mm Rear 24,000– 26,000-lb. GVWR Page 4 from the information below. https://www.fleet.ford.com/truckbbas/topics/2011/2011_F53_F59.pdf Rich.

Mike, The filter housing and top come as one unit. Had the same problem 5 years ago. Broken top. Wish I had placed the part number in my file. I have used up my allotment of space for pictures or I could post a picture of the filter. 99% sure they would be the same. This housing has the water in fuel sensor mounted inside the housing also. Rich.

The weight of the coach makes turning the steering wheel very difficult when there is no power assist. You mentioned that the steering was free with the wheels off the ground, that test with out the engine running validates the system is free from any mechanical issues. I drive with driving gloves most of the time, this gives me a better grip on the steering wheel and when the engine quiets on gas driven power steering pumps on most cars and trucks,that little extra allows one to turn the wheel a little easier. Really makes one appreciate power steering. The gear ratio in the steering gearbox changes how much force is required to turn the wheels, so you could ask if that is an option. Remember there are always tradeoffs though !! Rich.

Joe, could you also post the mileage on the coach and also the Chassis manufacture per Brett's post. Most coaches now come with sway bars. You might want to check the sway bar bushings and links to make sure they are in good condition. Also, check the shocks for any bushing issues, leaks(oil), and or visible damage. Rich.

Hi Mike, There should be no problem running on the batteries. One good test would be to let the coach set over night without the charger running an measure the voltage in the AM. This is done with out running any 12 volt items and will give you a baseline charge number. A good indicator of your battery(s) condition. A voltage reading of 12.25 or better is good, and at that level they should run the furnace over night. The refrigerator, water pump, water heater and lights are an added load, but are not high current loads. The furnace blower is the highest load. In the AM start the generator and recharge for the next night. All should go well. Rich.

Hi Chris, Thanks for the information. Many of the new jack system control boards us logic circuits, Kind of a love-hate thing with me. On some of the models there is a reset button, others reset when the ignition key is turned off for a period of time. The filter circuits for the control boards slowly discharge and the circuit resets..The best way to reset some of them is to remove the power fuse in the control board and then replace. If you can supply a model number from your information or some numbers off the control board or keypad, then I could give you a better answer. Rich.

I have noticed an up tick in the number of odd emails coming in that are not in a format that many of those I correspond with would use. So I have not open them and have directed emails back to them, after running my system through my antivirus programs. Should you get something that is out of character just hit the delete key. Rich.

Hi DD, When I pull on the park brake on our unit they do not come on slowly, they lock up as soon as they engage. No delay at all. When I last took the RV driver safety course, the park brake question came up and unless I missed something, the answer I remember was never engage the park brake while driving of any reason-- the rear brakes will lock up as soon as they are applied. Rich.

Hello Jocelynn and Quico! Arcadia Has a special charm. Late August is when the battle between Fall and Winter starts. Sunny days and Gray days. Fall colors start around the second week of September in Northern Maine and then move South over the next 2 months or so. Elevation has and affect on when the trees change color. The Higher trees change color sooner as a rule, cooler on the top of the mountains. When frost covers the trees, the leaves change to a more vivid color. When we have a dry summer and early fall, the leaves change, but the colors are not as vivid. Every year is different, Mother nature paints her fresh canvas in many different colors every year. Are you what many of the residents up our way call Flat Landers, people who live in a level area or Ridge Runners; the ones who live in the higher areas, in the hills or mountains? What is your comfort area? Some of our roads cross areas that quite hilly and some of the roads have some very steep grades with allot more curves. There are some Rts. that are and easy drive and others are more challenging. You might like to drive the toad on some of the rural roads. There are roads that are not RV friendly, low bridges and weight limited. Covered bridges are not high enough for Class C or larger coach's to clear. When you have an area in mind that you would like to visit, let me know. Then I can offer more information on roads. You can contact states for travel information and if you belong to AAA, they have a number of brochures for one to look at. Stop at one of there centers as many of the folders a free, but members have a wider choice. We love to show off our part of the country and in the Fall it can really light up !!! Rich.

Hi Don, I have to agree with you regarding the total loss of steering. Might be worth a letter to the NTSB explaining the problem. It is hard for me to think that the loose of the power steering pumps could lead to one not being able to have some steering left. Did you have any indication of the pending loose of the air compressor / drop in air pressure ? The other item is that with the loss of air when it drops below 45 lbs the parking brake will engage. This locks the rear brakes and that is not what you want. Where you able to reduce your speed with the air brakes while trying to steer to the side of the road? From your information, I take it the 3in. hole was in the compressor. Rich.

Hi Ron, Could you post the Year and Model number of the coach? Do you have any information on who makes slideout system that is installed on your coach? You might call Gulf Stream at 800-765-8787 and see if they can tell you where the drive motors are located. Rich.

Urine Tin Tin, I must admit that the coaches we have owned over the years have gotten bigger over time. Started with a little 19 ft.Class C unit to a 34 ft Class A gas and up to a 40 ft. Diesel. The first two we could drive with a standard class operators license, but things changed with the diesel. Not because of the length or weight class,but the air brakes! Had to prove I understood how they worked an how to test them for proper operation. With that skill mastered I can drive the current couch with the same license class I have used for years. NOW, if we purchase a coach the is just a little longer and or heavier, will require I upgrade my license to an R classification. A good question for your DMV might be, how should one go about getting the proper license for the coach you are interested in before spending that kind of money. Regarding what Coach to buy, I have always considered how we travel and will the floor plan allow us to use the coach with side(s) in or out depending on where we set up for the night or longer. As I mentioned,the difference in state motor vehicle laws are so varied and I could run into an issue if we change our home address in the future. Should our current state change there requirements, we will fall under a grandfather clause. With the requirement to pass a test and possibly a medical exam. Always a variable. Rich.

Welcome to FMCA !!! The Drivers License requirements very widely from state to state. So start with your local DMV or the state of residents. Should you be considering renting one for a trial run, check and see what they require for licenses. Often one can drive a fairly large RV on a standard drivers license. The coach you are looking at because of its weight, length and air breaks often puts the owner into a different class license. So that information is needed to get started, some states require a CDL or modified version of it. Learning to drive one that large to start with can be intimidating. Just bet that you have school bus drivers in the area that would just love to give you driving lessons. They are also very good source of information on air breaks and driving a vehicle(s) with them. FMCA often has classes of RV safety at the larger Rallies. Thank You for your service. Rich.

Hi Joe, do not think you should have any problem regarding power. Just check the total weight of the coach and toad. to stay with in capacities. GVWR (Gross Vehicle Weight Rating): The maximum permissible weight of the unit, including the unloaded vehicle weight (UVW) plus all fluids, cargo, optional equipment and accessories. For safety and product performance, do not exceed the GVWR. CW (Curb Weight): The weight of the unit without factory or dealer installed options, plus allowance for the weight of full fuel capacity. The “payload capacity” for all other fluids, cargo, occupants, optional equipment, and accessories can be determined by subtracting the CW from the GVWR. GCWR (Gross Combined Weight Rating): The maximum total weight of the loaded unit, plus a tow vehicle. This includes the weight of both the unit and tow vehicle, fuel for each, all other fluids, cargo, occupants, optional equipment and accessories. Have a safe Trip and enjoy yourselves. Rich.

Hi Chris, Could you post the make and model of your leveling system. They do not work the same way for the different suppliers. Wiring and control systems very. Rich.