dickandlois

Snuffle, Welcome to the forum! The only item that comes to mind is the alignment of the rear tires. Did you have the car loaded heavily ? This could have altered the alignment of the rear tires. Always something new to think about. Rich.

This is a link to a PDF file covering the operation and regeneration of the Catalytic convertor and emission system on the 2007 and 2010 EPA compliance equipped Cummins engines. http://cumminsengine...pdf/4971233.pdf Rich.

Also add one quart if you use the larger two quart oil filter. The 454 on my 87 Bounder took 7 quarts with the larger filter. Good to check the level on the dipstick with 6 quarts in the engine. I also filled the filter before installing it and starting the engine so the oil pressure would build up ASAP. Rich.

I took some time today to put together the information covering the different fuel delivery systems and how they work on the P-30 Series Chassis. There are always some variables due to supplier and run changes. So it is good to have the Vin number when you find things that are a little different, when working on the systems. It is a little long and did not cover carburetor information. They are a subject in themselves. Rich. Edited 2-8-2013 Vapor lock problems added at the end of article. GM 454 Engine Fuel Systems: The following information hopefully will help those that own and love the classic Coaches and wish to keep them running with the performance they were designed to provide. Covering fuel delivery, performance and starting in regards to the fuel system operation. Ignition system information is covered in the electrical thread. A M4MC or EM4MC carburetor was used on most of the 1980 series engines. This is an aspirated fuel delivery system with the addition of a mixture control system controlled by the ECM. It is not even close to the ECM used today. This fuel delivery system uses a mechanical fuel pump with the addition of an inline lift pump between this pump and gas tank on some systems to help prevent vapor-lock. This carburetor featured tamper-resistant controls to discourage readjustment of factory settings, which could affect either or both emission control and throttle response. This style carburetor uses a mixture control needle to control the fuel mixture with a dwell signal generated by the ECM. This dwell signal is set between 25 to 35 degrees; the optimal setting is 30 degrees. Repair and adjustment requires the use of very special fixtures to set the needle height and travel. That has a very profound effect on performance and throttle response. Throttle body injection (TBI) units. The next generation of fuel delivers to the engines. The main control sensor is the oxygen (O-2) sensor, which is located in the exhaust pipe. The sensor tells the ECM the amount of oxygen in the exhaust gas, and the ECM changes the air/fuel ratio to the engine by controlling the fuel injector. A 14.7:1 air/fuel ratio is required for efficient catalytic convertor operation. Because of the constant measuring and adjusting of the air/fuel ratio, the fuel system is called a “Closed Loop” system. Modes of operation: The ECM monitors voltages from several sensors to determine how much fuel to give the engine. The fuel is delivered under several conditions called “modes” All the modes are controlled by the ECM. Starting Mode: When the key is first turned “ON” the ECM turns on the fuel pump relay for two seconds and the fuel pump builds up pressure to the TBI unit. The ECM checks the coolant temperature sensor, throttles position sensor (TPS), manifold absolute pressure map sensor and crank signal, and then determines the proper air/fuel ratio for starting. This ranges from 1.5:1 at -36 degrees C (-33F) to 14.7:1 at 94 degrees C(201F) running temperature. The ECM controls the amount of fuel delivered in the starting mode by changing how long the injector is turned “On and Off” This is done by “pulsing” the injector for very short times. Clear Flood Mode: If the engine floods, clear it by pushing the accelerator pedal down all the way. The ECM then pulses the injector at a 20:1 air/fuel mixture ratio and holds this injector rate as long as the throttle stays open, and the engine is below 600 RPM. If the throttle position becomes less than 80%, the ECM returns to the starting mode. Run Mode: The run mode has two conditions called “open loop” and “closed loop” Open Loop: When the engine is first started and it is above 400 rpm, the system goes into “Open Loop”.) The ECM ignores the signal from the 0-2 sensor and calculates the air/fuel ratio based on the from the coolant temperature and MAP sensors. The system stays in “Open Loop” until the fallowing conditions are met: 1. The 0-2 sensor has a varying voltage output, showing that it is hot enough to operate properly. (This depends on temperature.) 2. The coolant temperature is above is above a specified temperature. 3. A specific amount of time has elapsed after starting the engine. The 7.4 L engine is designed to operate “Open Loop” at idle. The system will go to “Closed Loop” when the rpm is increased and all the above conditions are met. Closed Loop: The specific values for the above conditions vary with different engines and are stored in the programmable read only memory (PROM). When these conditions are met, the systems go into “Closed Loop” operation. In “Closed Loop” the ECM calculates the air/fuel ratio (injector time on) based on the signal from the 0-2 sensor. This allows the air/fuel ratio to stay very close to 14.7:1. Acceleration Mode: The ECM looks at rapid changes in throttle position and manifold pressure and provides extra fuel. Deceleration mode: When deceleration occurs, the fuel remaining in the intake manifold can cause excessive emissions and backfiring. Again, the ECM looks at changes in throttle position and manifold pressure and reduces the amount of fuel. When deceleration is very fast, the ECM can cut off fuel for short periods. Battery Voltage Correction Mode: When the battery voltage is low the ECM can compensate for a week spark delivered by the distributor by: 1. Increasing injector on time of fuel delivery. 2. Increasing the idle rpm. 3. Increasing ignition dwell time. Fuel Cutoff Mode: No fuel is delivered by the injectors when the ignition is “OFF”. This prevents dieseling. Also, fuel is not delivered if no reference pulses are seen from the distributor, which means the engine is not running. Fuel cutoff also occurs at high rpm to protect internal engine components from damage. Direct fuel injection systems work in much the same way. FUEL CONTROL OPERATION: The fuel control system consists of the fallowing components. 1. Throttle body injector (TBI) unit. 2. Fuel pump in tank (no engine pump). 3. Fuel pump relay. 4. Fuel tank 5. Accelerator control 6. Fuel lines. 7. Fuel filters. 8. Evaporation emission control system. The injector fuel control systems have a electric fuel pump, located in the fuel tank on the gauge sending unit. It pumps fuel to the throttle body and the direct fuel injector system through the fuel supply line and then through an in-line fuel filter. The pump is designed to provide pressurized fuel at 125 kPa (18psi.) A pressure regulator in the TBI keeps fuel available to the injectors at a constant pressure between 62 and 90 kpa. (9 to 13psi.) Fuel in excess of injector needs is returned to the fuel tank by a separate line. The ECM controls the injectors that are located in the fuel meter body assembly of the TBI. The injectors deliver the fuel in one of several modes. In order to properly control the fuel supply, the fuel pump is operated by the ECM through the fuel pump relay and oil pressure switch. Model 220 TBI unit: A model 220 consists of three major casting assemblies: 1. Fuel meter cover with: Pressure regulator. 2. Fuel meter body with: Fuel injectors. 3. Throttle body with: Idle air control valve (IAC) and the Throttle position sensor. (TPS) Vacuum Ports: The throttle portion of both the TBI units may contain ports located above, or below the throttle valve. These ports generate the vacuum signals for the exhaust gas recirculation (EGR) valve, MAP sensor and the canister purger purge system. Fuel injector(s): The fuel injectors are solenoid-operated device, controlled by the ECM. The ECM turns on solenoid, which lifts a normally closed ball valve off a seat. Fuel under pressure is injected in a conical spray pattern at the walls of the throttle body bore above the throttle valve, or into the manifold or engine cylinder. The fuel which is not used by the injectors passes through the pressure regulator before being returned to the fuel tank. Pressure Regulator: The pressure regulator is a Diaphragm operated relief valve with injector fuel pressure on one side and air cleaner pressure on the other. The function of the regulator is to maintain a constant pressure at the injectors at all times, by controlling the flow in the return line (by means of a calibrated bypass) The pressure regulator on a TBI 220 unit is serviced as a part of the meter cover and should not be disassembled. Idle Air Control System: All engine idle speeds are controlled by the ECM through the idle air control (IAC) valve mounted on the throttle body. The ECM sends voltage pulses to the IEC motor windings causing the IAC motor shaft to move in or out a given distance a given step for each pulse often referred to as counts. This movement controls airflow around the throttle plate which in turn controls engine idle speed, either hot or cold. The IAC position counts can be seen using a scan tool. 0 counts correspond to a fully closed passage and 140 counts or more corresponds to full flow. This can change depending on the application. Actual or controlled idle speed is obtained by the ECM positioning of the IAC valve pintle. The resulting idle speed is generated from the total idle air flow passage + PVC+ throttle valve + vacuum leaks. Controlled speed is always specified for normal operating conditions. Normal operating condition is coolant temperature in operating range, the A/C is off, automatic in drive with proper Park/Neutral switch adjustment. A high or low coolant temperature, an A/C clutch engaged may signal the ECM to change the IAC counts. The minimum idle air rate is set at the factory with a stop screw. This setting allows enough air flow by the throttle valves to cause the IAC valve pintle to be positioned a calibrated number of steps (counts) from the seat during normal controlled idle operation. The IAC counts will be higher than normal on an engine operating at high altitude or an engine with an accessory load such as the alternator, A/C, power steering or hydra-boost brakes activated. Throttle Position Sensor: (TPS) The throttle position sensor (TPS) is mounted on the side of the throttle body opposite the throttle lever assembly. It's function is to sense the current throttle valve position and relay that information to the ECM. Throttle position information allows the ECM to generate the required injection control signals. If the TPS senses a wide open throttle a voltage signal indicating this condition is sent to the ECM. The ECM then increases the injector base pulse width, permitting increased fuel flow. As the throttle valve rotates in response to movement of the accelerator pedal the throttle shaft transfers this rotation movement to the TPS. A potentiometer within the TPS assembly changes its resistance (and voltage drop) in proportion to throttle movement. By applying a reference voltage of 5 volts to the TPS input, a varying voltage is applied to the TPS output. Approximately 2.5 volt results to a 50% throttle opening (depending on TPS Calibration). Fuel Pump Circuit: The fuel pump is a turbine type (1994), low pressure electric pump, mounted in the fuel tank. Fuel is pumped at a positive pressure ( 83kpa or 12 psi) from the through the in line filter to the pressure regulator in the TBI unit. Excess fuel is returned to the fuel tank through the fuel return line. 1994 and 95 years use a roller vain type pump rated at 210kpa (30psi). The fuel pump is attached to the fuel gauge sender assembly. A fuel strainer is attached to the fuel pump inlet line and prevents dirt particles from entering the fuel line and tends to separate water from the fuel. Vapor lock problems are reduced when using an electric pump because the fuel is pushed from the tank under pressure rather than being pulled under vacuum, a condition that produces vapor. When the key is first turned on without the engine running, the ECM turns a fuel pump relay on for two seconds. This builds up fuel pressure quickly. If the engine is not started within two seconds, the ECM shuts off the fuel pump and waits for the engine to start. As soon as the engine cranks the ECM turns the relay on and runs the fuel pump. On the 5.7 G van and all other 5.7 or 7.4 engines in vehicles over 8500 GVW, a fuel module will override the ECM and the fuel pump will run for approximately twenty seconds. The fuel module corrects for a hot restart (Vapor Lock) during a high ambient condition. When the engine is cranking or running the ECM receives distributor reference pulses which in turn energizes the fuel injectors. As a backup system to the fuel pump relay, the fuel pump can be turned on by an oil pressure switch. When the oil pressure reaches about 28kpa (4psi) through the cranking and the fuel pump relay does not complete the circuit, the oil pressure switch will close to complete the circuit to run the fuel pump. An inoperative fuel pump relay can result in long cranking times, particularly if the engine is cold. The oil pressure switch will turn on the fuel pump as soon as oil pressure reaches about 28kpa (4psi). Fuel Filter Part Number: The fuel filter number is 25055052, AC GF 481 in line filter, this filter is used to remove dirt from entering the Injector units. Located inside the Right frame rail and is a threaded style filter. This filter is used on the in tank fuel pump systems, where the fuel supply lines are under pressure. In-Tank Filter: A woven plastic filter is located on the lower end of the fuel pickup tube in the fuel tank. The filter prevents dirt from entering the fuel line and also stops water unless the filter becomes completely submerged in water. This filter is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal of sediment or water; the tank should be thoroughly cleaned. High Altitude and temperature Vapor Lock: Results of Vapor Lock Investigation During the week of October 17, 1983, Chevrolet invited all Class A Motor Home manufacturers to the GM Proving Grounds in Phoenix, Arizona. The purpose of this meeting was to discuss the findings of the investigation into the cause. of vapor lock and to make specific corrective recommendations for current and future production vehicles (including changes in truck emissions) . The meeting was attended by 34 of 36 RV manufacturers . Chevrolet suggested that the RV manufacturers incorporate the following recommendations into current and future vehicle building, as well as develop some adaptation for problem units already existing in the field. The following recommendations were presented : A one-half inch steel fuel line mounted on the outside of the frame rail, protected against rub and chafe . " Also recommended is a pump bypass line along with a check valve. The 12-801 is a positive displacement pump and will not allow fuel flow if it stops running . The bypass, which closes under fuel pressure, will allow the engine mounted mechanical pump to pull fuel from the tank in the event of an electric pump failure. " The fuel requirements for the 454 engine at wideopen throttle are 25 gallons per hour at 2 PSI minimum and 3 PSI maximum. If fuel line lengths or routings create a situation where this cannot be met, an electric pump should be added at the fuel tank to supply fuel to the mechanical pump on the engine. Pressure in the supply line will further reduce the chance of bubbles forming versus a negative pressure situation with a mechanical pump only.

Herman, My 2001- 8.1- 2500 has a GM 80 series transmission. Thinking that the Allison was added around 02/03 time period. The bottom half of the early GM Diesels did not hold up well with the increased compression needed for the engine. Think they tried to use the same block that they used for the gas units. Rich.

I have three or four friends that are running them on there Coaches and all like them better then Michelin's. They report better performance when there is a cross wind and the coaches handle the road tracks caused by the heavy trucks better. They appear to have a different sidewall characteristic. So the ride is stiffer,but with air ride they perform well for them. If you look there are a number of the 18 wheelers running them. You might like to read Tireman's response to changing tire sizes that he posted today also. Posted 17 September 2012 - 09:24 PM Rich.

Neil, The crank sensors do fail. I had one fail, but it kind of cut out a couple of times, did not stop the engine entirely. It did finally shutdown the engine, the same way you described. I had around 70K on the truck at the time. Being that they do fail and the pattern fits your problem it might pay to have it replace. A real bad part can get through a test before its shipped. All it takes is a bad wire connection in the molded assembly and it will fail in short order. Then if that does not solve the issue one might check the grounds as I mentioned earlier. Being new does not mean that all the connections are good. Have had a few loose grounds on new vehicles over the years and there are allot of them to connect. Rich.

This is the only reference regarding drilling holes in the windows that you mentioned. Is this what you are asking about ? Rich. Posted 02 January 2012 - 04:53 PM I had the same problem in the front drivers side slider. I talked to the place in Fla. and they sounded very reliable but you need an appointment several mo.in advance. I did a jury-rigged fix because I could not see out to use the mirror. I drilled a couple holes approx .06 diameter at an upward angle about 1 in. from the bottom of the glass then did the same at the top. The heat (convection) vented the steam and it has worked for 2 years. Not very professional but cost "0" and had nothing to loose.

This will get a little long, but I hope it helps owners of coach's using this engine. Spark Plugs: 1983 to 89 Carburetor engine uses AC-R44T plugs, gaped at .045 1990 to 97 TBI engine uses AC-CR43TS plugs, gaped at .035 1996-98 MFI engines uses AC-41-932 plugs, gaped at .060 Plugs containing the suffix TS or CTS can be used interchangeably. However, during the 1986 model year, AC spark plug changed the center electrodes in there plugs to copper. For these plugs, the letter C maybe removed from the identification number on the jacket. Example: A spark plug with a code identification of R43TS or R43CTS would be changed to R43TS. Plug Wires: Delco. 1985 to 1986 H4D 12043750. 1985 to 1989 H5D 12072181 1990 to 1993 H5D 12074045 1994 - Later H5D 12096418 Plug Shield and Dielectric Milar Insulators Numbers: Delco. Cylinder #1 thru 6 and 8 10089660 2-5/8in. Cylinder #2 10089661 1-7/8in. Ignition Timing: 1. Remover the vacuum line from the distributor. plug the removed line to restore the vacuum integrity. 2. Engines with timing pointer on the top,Upper right side of engine looking from the front. Us the number one plug to trigger the light. 3. Motor homes chassis with the timing pointer on the bottom, Bottom left side of engine looking from the front. This procedure works better with two people to set the distributor. This requires using the #5 or #8 plug wire to trigger the time light. Check the timing mark first before setting timing, using both plugs to check the timing before proceeding. 4. Make sure the mechanical counter weights move freely and the assembly is in good working order. 5. Test the vacuum advance module on the distributor to make sure it is operating correctly and holds a set vacuum when tested. Electronic Module: None fuel injected engines- GM Part number 1875990 454 Fuel injected engines- GM Part number 16139369 Pole Piece: GM Part number 1875981 None Fuel injection. GM Part number 10474000 with Fuel injection. A Capacitor is used on some models. H.E.I. Test Procedure: ( You will be working with voltages that can reach 80,000 Volts so if you have not worked on these systems,get a pro to do the work) that much voltage can make for a bad day !!! Remove a plug wire from each plug one at a time using a H.E.I. Test spark plug ST125 or equivalent. If spark is present on all plugs H.E.I. system is OK. Note! Using the test plug instead of allowing the spark to jump to ground can help prevent possible damage to the module. Connect a test light between the distributor TACK signal terminal and ground. Turn on the ignition switch. If the light does not glow ,check the power at the distributor Bat terminal.If there is no power at the terminal, the problem is in the circuit wiring or the ignition switch. Some coaches use an ignition relay. Repair as required. If there is power at the BAT terminal and no power at the TACK terminal, the ignition primary coil winding is open. Replace the coil. If the light glows, crank the engine. The light should glow intermittently, indicating the module and pickup coil are working. Remove the distributor cap and check for spark at the center terminal of the cap using the H.E.I. Test Spark Plug and a jumper wire. If there is no spark, the rotor is not working and should be replaced. If there is no spark, the coil is not functioning and needs to be replaced. If the light glows steadily while the engine is being cranked, preform the module test. Module Test: Remove the Distributor cap and connect the H.E.I. Test Spark Plug to the center terminal with a jumper wire. Remove the pickup coil connector from the module(The Green and White wires) and turn on the ignition switch. Connect one end of a second jumper wire to the positive terminal of the connection feeding power to the distributor Cap and the other end to the small terminal of the module momentarily. ( The small terminal is the one generally connected to the Green wire) If there is. a. A spark --- The pickup coil is not functioning properly and may need to be replaced. Replacement requires removing the distributor so if you are in over your head. Get help on this part replacement. Please know your limits as the removal of the distributor,the pickup coil replacement and installation can really mess up the timing and cause serious engine damage. b. No spark----the module may need replacement. Checking H.E.I. System Connections: Remove the module and clean the terminals with emery cloth or a wire brush to remove any oxide film. Apply a thin coat of petroleum jelly (Vaseline) on all the module terminals. Make sure a small amount of silicone heat transfer grease ( AC Delco D-1920 or equivalent) is present on the module base. Reinstall the module and connect the leads making sure all terminals are seated with good metal to metal contact. Work safe and enjoy a good running engine at idle and road speed. Rich.

Does it restart right away? This is a good question that was asked. So does it start right up again or is there a delay and about how long before it restarts? The only item that comes to mind with the information you have offered, is a ground issue somewhere. Many of the parts of the engine are made of aluminum. The material has a different expansion characteristic then the steel screws and brackets used to mount many of the electronic systems and sensors to the engine. This difference can cause an intermittent connection as things heat up. That could mean a stripped screw connection, a screw that is not torqued properly or something like a wire connector that is not properly crimped to a grounding lug. This could be happening in your case, as you mentioned it has happened when the engine is running under a heavy load for an extended period of time. You mentioned that it quit when climbing in low gear and again at high speed and high RPM's. Was it a hot day when the second engine shutdown happened,while using the cruse control ? Rich.

The switch could be OEM used to lock or unlock the torque convertor. Also could be aftermarket add on. Real hard to know with out some additional information on the drive train and engine. Rich.

Crest Toothpaste will work-- price depends on if you have the original kind in stock or the size tube you buy. Slightly abrasive like the lens polishing compounds. Try a little on a small spot to see how it works for you on a slightly moistened soft cloth or paper towel. Should buff out just fine and take the oxidation and small pits out. Those nasty deeper ones are a different story. Refinish video link, just one of many. http://www.ehow.com/video_12246971_headlight-restoration.html Rich.

Hi Howard and welcome to the forum. Thinking you are referring to the wiring difference between the coach and toad light being different, with the coach having different lights for the turn signals and brake lights and the toad using the same light for the brakes and turn signals. Chassis manufactures generally wire the toad/trailer circuit connections in the rear curbside area. Could you post you chassis manufacture for the group? You might look at the Road Master tow-bar site. They have a number of wiring diagrams for interconnecting the coach and toad lighting, if you find a drawing that looks like the configuration you are trying to figure out. Copy and attach the link to you post. This way the members can look at what you are looking at and better resolve your issue. You did not mention your familiarity with using a volt meter and not all of us are good with wiring issues. I have been working with circuit wiring for years and always learning something from others posting on this group page and threads. Hope this helps. Rich.

I have run both tires and really like the XZE's for the steer tires. They track better in my opinion and when I pinned down Michelin; they said that because of the tread and sidewall design there might be less swimming or wander issues. I run the XRV's on the rear and have had no real issues with them. The biggest problem has been me cutting down 2 of them over the years. Sometimes those curbs jump sideways !! Rich.

Interesting! Worked on the parking crew and there was no special location for them, other then the handicapped attendees who where parked with that general group. I know there was one 5er parked with that group and only 6 trailers in total as far as I know. They where parked with the services they requested unless they signed up late and where parked where there was space available. I must mention that there was only a very limited number sights with full hookup or water. Second, if memory serves me correctly that party in the handicap lot got a courtesy battery jump for there tow-truck just like any of the other attendees that might have needed one. Rich.

By chance would Newmar or Airstream owners know the OEM supplier? HR's stock was picked up by some one in Oregon I think,but an owner might know that information. Rich.

Jack, I do not disagree with your thoughts. However, FMCA has some good perks that many of the others still do not offer. Also, family costs and other items limits them from stepping into a self contained unit. There are used units on the market,but not everyone is real handy at keeping them in operating condition with out paying for the labor. Having them interact with the existing members and finding other relationships that could be expanded once the nest is empty could not hurt. Rich.

Observation at Indy Rally. The real item missed by the Vendors and Dealers at the Rally was the time there displays and booths where open. I had the privilege of driving the Handicap Carts and making it possible for those members to get to and from these sights. However, there where attendees using day passes that wanted to visit the booths and coach displays after work, only to find them closing upon there arrival. Think that the commercial members should think about extending there hrs. at Rally locations close to or in larger metropolitan areas. They may have missed a number of sales and visitors interested in viewing a number of different coaches located in location. Just a personal observation while driving around and talking to those with there day passes. Rich.

FMCA Thoughts, Trying to think outside the box regarding the posts I have been reading on this thread. Maybe FMCA needs to start a subdivision called Family Camping Association FCA. With many of the same benefits offered the self-contained units? Using FMCA’s structure and regional layout, already in place to form Chapters that can include trailers and self-contained units for its membership. The different life styles could then interact to better relate to their chosen style of camping. The great outdoors being the common thread and allowing the existing FMCA members to belong to the new chapters, using their current dues structure. Combining them into 5 regions for area Rallies: North West, South West, Central, North East and South East and the experience of FMCA to form Chapters and Governing bodies. Should this prove viable, then the Governing Boards could work on other issues still unresolved regarding the acceptance of tow-able units at National FMCA Rallies. The Change in school year starting dates and numbers of school days now taking away the standard summer brake, timing is also an issue in setting dates for National Rallies that can truly be called family friendly. Just fuel for thought! Rich.

To Cancel, change a post heading or delete a post can only be done by the IT department at FMCA. Send a request to tmoning or maybe a phone call would work. Rich.

Well, just been reading some information regarding WiFi systems and this information came up. There is a possibility that a new WIFI band may come on line. It works in one of the old VHF bands that is not being used. The system will require different equipment to use the band,but it will have a rang of 100 miles / 160 kilometers. Have to see what the data rate will be and what the start up cost might be. Should some of you readers see some additional information post it and we can see where it goes. It looks like the FCC is on board, think they are looking for revenue more then user bandwidth;but it will be interesting to keep an eye on things. Rich.

Glad you found the problem. Thanks also for posting your results. More good information for all members of the FMCA family. Lift pumps and filters are cheep compared to high pressure injector pumps. Low fuel pressure can result in a very big bill down the road if ignored. Rich.

Bill. Welcome ! Supply any of the engine and transmission info you can. That will help to pin things down better. Rich.

Bill, For the headlights start by checking the connections at the headlight bulbs. There generally is a cluster of ground wires located at the front firewall outside and some grounds located under the dash area, drivers side. I have never worked on your model coach and I'm sure someone else will chime in with some more information. Rich.

85 Eagle, The change would effect some of the Into chapters that use the event for there annual meetings. It looks like there will be about 4 chapters meeting at the next National Rally and the number tends to be increasing. I know it is a new thing, but it will be interesting to see where it leads. Our local chapter has been allowing friends with trailers to attend the Rally and we have had some converts over the past three years. Once they mix with the other members, they are having a positive effect in regards to ownership of self contained units. Rich.