dickandlois

You might find the info and link helpful . Nationwide service locator This is the link I entered information and my local road service truck(s) came up. This link offers a wide range of possible road service help. More then any other sight I found. https://fixonroad.com/home/ Might get you started in the search for different mobile services. Rich

Think you will need to mention 5 axles. The catch is they charge the same amount for the tow car weight as the 50,000 Lbs of the Coach when the 2 are connected. Might want to ask questions regarding this one. Rich.

Five, Sounds like there might be an issue with a ride height setting or maybe in the connection link between the axle and valve assembly. those rubber connection bushings dry out or just ware out over time. As good a place to start as any and you can spray soapy water on the connections. Rich.

Kay, What gauge SS did you use? Something around 20 to 22 or thinner? Rich.

Floyd, You might try and contact Them at this link and see if they supplied the OEM Door as a starting point. https://www.cgcglass.com/contact-us/ Rich.

I have use Silver Leaf for years and the voltage readout on the screen do very depending on the load placed on the alternator, the headlights will cause .5 to .75 volt drop in the reading and that has been the case for years. The Beaver wiring regarding the alternator is very close to all the wiring used in the industry. Over the years I have lost the regulators in 3 or more alternators and the reason was heat and the size of alternator installed originally. Went up to a 175 amp alternator with a voltage level sensor circuit built into the alternator. When an alternator is failing the voltage levels very over a wider range then you posted and at varying intervals time wise. When you get the readings over time is it happen when rough road surfaces are being driven on? The numbers you offered tend to indicate a alternator failure or failing one, the only thing is it was fine until the sharp dip was encountered. That fact could lead to a compromised ground lead somewhere in the alternator circuit between it and the batteries or even a positive voltage connection. Rich.

Chris, We had a 1988 coach on a P-30 Chassis with a 454 engine. We put 120,000 miles on the unit with no failures. It was traded in on our first Diesel Class A Coach, that allowed us to get 4 to 6 more miles per gallon. Interestingly the price for Diesel was 0.80 cents less then Gasoline at the time. The key was constant maintenance. plus 2 updates. Replaced the oil pump, because the lifters would click when it was idling after it had been running down the road and everything was hot. The replaced oil pump idle pressure was increased to 70 psi. when idling hot. Also installed a large oil cooler and always used a 2 quart oil filters. The oil ans filer was changed every winter so there was no contaminated oil in the engine over the winter when it was parked for 3 to 4 months. regardless of the mileage on the oil. The gas tank was always topped off before it went into storage. One of the hardest items to keep in good condition was the 4 barrel carburetor. Always put some high quality carburetor cleaner / Top oil in the tank before storing. When the roads and weather allowed, it was driven for 20 to 30 miles every month. Rich.

Ray, mentioned I have a couple of fans running all the time for the hot weather. That is a good plan, the inverter / chargers do run warm and there is limited space in the bays and heat is the enemy for them. I did replace our unit after it failed with a bigger true sine wave unit and upgraded the air flow system in the bay it is mounted in. Rich.

Welcome to the FMCA Forum. The leveling system power in supplied through the ignition switch when in the run position. So Herman's thought of bad fuse is a possibility ! The other possibility is one of the ground wires from the chassis batteries did not get connected after the batteries where replace. Wires tend to get lost, just because they fall down behind the batteries. Rich.

Richard, Sure glad it was not worse !!! You mentioned that the service center was going to make a splice in the main 12 volt power feed. You might want to add some heavy duty shrink tubing over the entire length of the splice. Rich.

Need to ask if the Microwave outlet has no AC when connected to shore power ? There is a bypass relay in the inverter that switches the microwave power from inverter to shore power and visa-versa. If power is missing when on shore power or generator power, the relay might have failed - might also check the continuity of the circuit breaker powering the microwave. NO POWER from generator or shore power when testing this breaker and the Inverter should be off also ! Please post the Make and Model of your inverter . charger> Rich.

This might help find a suitable replacement. The power distribution systems have changed considerably over the last 10 years or so. You can give them a call for more detailed information. They are in the Central Time Zone. The link will offer info related to power distribution, but they are a full line company. https://www.waytekwire.com/products/1369/Power-Distribution-Modules/ Rich.

This is a link to the Onan Handbook that covers the generator and a parts list is on page 21. https://cdn.ltvdns.com/leisurevans.com/owners/3rdparty/Cummins-Onan-RV-Generator-Handbook.pdf Series Spec Letter Operators Man Parts List Service Man Installation Man RV QG 5500/5500 EVAP 7000/7000 EVAP HGJAB A-E 983-0101 983-0201 983-0501 981-0600 These Manual and Parts List Cover Both the 5000 and 7000 series units Rich.

Model, Make and Year of the Coach plus some information on What Model leveling system is installed in the coach will help the members offer some relevant information to your question. Rich.

Ray, who's system is installed in your coach? Rich.

Ask the service center that is replacing the turbo to show you the old one and what failed an why. Bearings, damaged spool, failed waste gate and or linkage system. Pictures of the failed item is good to have on file. Use them for reference. The hardest part for me is remembering what folder I put them in. The organic file system is not as reliable now days. Rich.

Freightliner and Cummings sell small bottles of turbo lubricant used to keep them free moving. You need to look up from under the coach, (One needs to use jack stands when under the coaches) Look at the turbo assembly and you will see the linkage and the 2 main pivot points, there in a tight location to get to and you want the engine to have cooled off over night. I have used my hand to get the high temp oil applied to the linkage. The product is made by Super Lub and is a high temperature synthetic. Good to oil them once a year and twice a year if it is not driven very often. Rich. The only item that will damage the turbos is heat in most cases because the engines where shutdown before cooling off after running under heavy load conditions, like climbing a long or steep grade.

The 5.9 engine turbo is a totally mechanical setup. The main issues with them is the boost gate rusting and not moving properly. Because of there location under the exhaust manifold the linkage and the gate pivot do not get lubricated on a regular basis. The exhaust manifold gaskets fail causing low turbo pressure, using s light one can see the carbon buildup around the area of the 6 exhaust seals. The turbo activators do rust from setting and hole(s) will develop. going up a hill was slow but other than that the mileage seem to be OK just want any insight of what might happen thanks . This can be an indication of low turbo pressure ! Rich. Boost level max is around 25 psi. when they are working properly.

ainaire, jbell mentioned the current draw of the charger and on bulk mode they can easily exceed 20 amps . The charger / inverter systems common shore power source is L-1 Not knowing the main power breaker setup for your coach, there is a possibility of a bad breaker, coach system in bulk charge and or bad house battery(s). Depending on the wiring there could be a bad chassis battery because it sounds like the coach is now just setting on a privet sight at the time. Rich.

Welcome to the FMCA Forum ! Your feedback will be welcome as are all the posts made on the forum. You will, if you have not already realized. That not all the members have had same experiences or luck with even the the make, model and year of RV. That I attribute to personal expectations. Regarding the use of generators, one should always be sensitive to others even though we have opinions. The one item to always be vary aware of is the generators exhaust and the danger of CO-2, for all including ones self. So if your trailer in this case does not include a working detector - make sure your's works. Noise levels can be annoying to others, so sometimes modifications like exhaust spark suppression and how the exhaust is directed need to be considered. Rich.

Mark, How are you making out? From the information at this link, what is the model closest to yours? Edited 7-27-2019 I just realized that the link offered does not work, so I will attach a copy of some Generac pdf information. soa.generac.com/manuals/419696/0E1015 https://www.generator-parts.com/manuals/generac-rv/0E7225.pdf Rich. generac_QP55.65.75.pdf

Mark ,toggle the circuit breakers off and on at the generator. Does your EMS panel indicate that you have 120 volts to both the L-1 and L-2 circuits? Because both AC units work when on shore power - there might be an issue with the ATS or the connections between the switch and the generator circuit breakers. Remember to power down the AC units before starting the generator, let it warm up for a few minutes. During that time are the EMS reading for L-1 and L2 the same as when connected to shore power. What Make and Model generator is installed in your coach? Rich.

Ross, you are correct. The 50 amp breaker is for both L1 and L2 in this case and the 2 - 20 amp breakers are for the roof AC units. My gut feeling is that the 3 remaining circuit breakers are for other circuits, plus 2 other circuits are supplied from the inverter. That often supply power to the microwave(one circuit) and the second supplies power to the dining and entertainment circuits. Circuit barkers located in the output of the of the inverter. This is a link to the insulation manual for an Onan series generator. pages around 41 and 42 picture the wire runs between the shore power, generator and transfer switch. The tingling feeling sounds to me like you have lost the generator ground to chassis frame. The Wiring clearly show the common earth / chassis grounds being bounded together. file:///C:/Users/Data Base/Desktop/Onan Generator Install_8076_ky_spec_p_install_2015.pdf This drawing is for the 30 amp application, for a 50 amp application, the only difference is the addition of the L-2 circuit that parallels the L-1 circuit. When running both roof Ac's from the generator, There is a time delay relay frequently installed in the area of the main power panel. that allows time for the generator to settle down and the EMS system to monitor the load currents Rich.

Reading over your post and wondering if you have an Intellitec control system for the Heat and AC system. I included a link to one of the more popular wiring setups and hope it might help pin down the real issue. Many times there are issues, like connections and logic control chips that can make it look like the thermostats are an issue. file:///C:/Users/Data Base/Desktop/intelltec ECC wiring..pdf Rich. After reviewing the information I offered - there is a intellitec system for the 50 amp coaches also. So depending on your particular setup a different file may be needed.

As suggested in one of the reply's to your question. Start each roof AC and note the Current requirement of the rear and the front units. When the generator is running. You might want to make sure that all the electrical connections are tight at the generator, transfer switch and ac breaker panels. I see that your coach is wired for 50 amp shore power. That equals 100 amps of current load. You need to remember that when running the generator you have just a little more then 50 amps of current supplied from the generator. Not a lot of extra load capability beyond the 2 AC units. Link to the information covering the Onan 5500 series and the different configurations for LP and Gasoline. https://powersuite.cummins.com/PS5/PS5Content/SiteContent/en/Binary_Asset/pdf/Consumer/specsheets/a-1425.pdf Rich.