dickandlois

You are dead on, Thing is the clearance is so tight the gear needs to rotate / move just a little to replace the clevis pin, Roll pin or bolt. If they used a Woodruff key then things could get more interesting. Rich.

Thanks Joe ! Will see what we find out over the next week. Have a number of tools that one just does not travel with, plus the factory has no clue what I have worked on over 60 years. Like repairing farm equipment in the Fields as a youngster. Rich.

We are located just south of Houston off of Alt 90. This is an old mechanical drive system, pre sync system. I do have the Mechanical PDF file for it , but no parts. In reality it is straight forward simple system. Rich.

The Slide on our 39Z has a drive issue. The rear rail is out of sync with the front by only about 1/4 in to 3/8 in. That is about one tooth on the spur gear. Have tools at home to work on it but not in Texas. This issue happened when we arrived in Texas in January for some medical appointments and needs to be checked before Closing it for the trip Home. Does any one know of a Mobile service in the area that would come to the Campground to inspect or assist in closing the slide to minimize any damage. I do have an appointment at a service center up north in July and adding one more item to the list should be no big issue. Thank You. Rich.

Welcome to the FMCA Forum! This Thread offers a little information. Rich An there are a few others scattered around.

Think You are correct about the material brake down Richard. We have a much older Bounder with the same kind of material on the dash and no sign of separation, but I have used leather dressing on it. The seats are fabric in our coach and we have used covers to keep them clean, but no seam failures. and they have still collected years of dirt. Rich.

What is the loaded weight of the coach when traveling? Does the wandering change when the load is reduced? What is the tire pressure readings? Rich.

the rear tank fell to sixty and low air buzzer sounded .How Long did the coach set before the low pressure alarm went off? tried to restart engine would not crank. There is a large 100 to 120 amp auto reset fuse real close to the starter - it supplies power to all the 12 volt circuits for the dash and starter circuit. This could be an issue where the plastic enclosure of the circuit breaker has cracked and exposed the internal circuit to water. Have seen this problem first hand . This problem would also disable the dash light bar. The time line between the air pressure level peak and the alarm could offer a clue to that issue. Why did it startup at all! question is how much water built up under the coach during the rain burst? Did the cooling fan move a quantity of water into a damaged fuse? After you got the engine running , did the dash lights work along with the light Bar? Did the air pressure alarm come on again at home base? Rich.

Glad things are working as expected. Should it happen again, you might want check the ATS. The only thing that comes to mind at the time. Rich.

Joso. Welcome to the FMCA Forum. Richard asked for some pictures of the pod doors and the surrounding sidewall area. Also, the real problem is finding where the leak(s) are located. This is a product that might work to repair the mount, there are a number of different styles though. Ball Studs and Matching Clips with Pull-out Tension Up to 24 Lbs. by boltproducts.com Rich.

Bob, Key issue is the fuse size used in the 12 volt circuit for the headboard lights and the current requirements of the fans. The other is the wire gauge and the length of the wire run from the DC power panel. It might also help to install LED bulbs in the light sockets because they draw way less current. You might try Carling for the switch , the other source to look is Waytech they supply a number of items for the transportation industry. Rich.

Scott,Welcome to the FMCA Forum ! Think the Cruse Master Coach is gas powered? What chassis is the coach built on ? i have no power to the furnace, AC unit and bed side and over head lights . The Items listed here Furnace an Roof AC are controlled by 12 volt relays in the climate control module, that is load control system bed side and over head lights not working. Are the lights powered by 12 volts DC? Not Knowing what skill sets you have, do you have a multi meter? and do you feel comfortable work on 12 volt and 120 volt circuits - like in the main power panels ? There should be a fairly good general description in the owners manual. Rich.

Flintstonecat,Welcome to the FMCA Forum! The quick drop could be simple to fix. The ride height needs to be the same at all four corners, if one or more are different then the others. The system will quickly dump air as the system try's to correct the level point. Rich.

Tom, this is a copy of the owners manual for tracer units. That might Help. There are 2 others on file if needed. Tracer was a Xantrex product. Rich Tracer Engreening_ Owners Manual_822-4RC7-RC7GSRevNew.pdf

Kind of good News! Might indicate that a faster retry of the ignition on / restart cycle does not allow time for the Prognostic data to be dumped and the old and new data load at startup corrupts things. The gen 4 prognostic information does mention circuit # 135 ground circuit and that could be an issue. Thanks for the feedback. Rich.

Mark, Kind of like a dog with a good bone, so the gray matter is just chowing on this. This is the information you sent to Carl earlier. Both the Cummins tech and the Allison tech have plugged in. Multiple times. Cummins shows 100% response to TPS full throttle request in "working" and "not working" modes. Allison shows 100% in "working mode but only a partial throttle request in "not working" mode. What the Allison computers shows in "not working" mode is what I term a rolling throttle response. Meaning, that when I have the pedal to the floor, instead of seeing 100%, Allison sees a request for 40% that then rolls up to 90% or even 100%. It doesn't always hit 100% often pegging around 94% throttle request. This is looking like a system Prognostics issue. Allison Prognostics Generation 5 Transmissions For the 3000 and 4000 series trans missions. No listing of the 2500 series transmission. You Coach was built in, or is listed as a 2015 model year with 2500 series that is a generation 4, 2500 transmission. Allison Prognostics Generation 4 Transmissions Shift Selector Models Detailed information on oil levels, diagnostic codes and prognostic features for your specific shift selector can be found on the following pages. If your vehicle has a shift selector that has a: - Double-digit display and was release after July 2008, equipped with Model Year ’09 prognostics, see the section for Model Year ’09 4th Generation Electronic Controls Shift Selectors. - Double-digit display and was released after July 2008, not equipped with prognostics, see the section for 4th Generation Electronic Controls Shift Selectors. - Double-digit display and was released prior to July 2008, see the section for 4th Generation Electronic Controls Shift Selectors. Check the link listed below General Information FLUID LEVELS The transmission fluid cools, lubricates and transmits hydraulic power, so it is important the proper fluid level be maintained at all times. If the fluid level is too low, the converter and clutches do not receive an adequate supply of fluids. If the fluid level is too high, the fluid can aerate causing the transmission to shift erratically or overheat. If the fluid level sensor is reading a low level, that would restrict the shift issue you are facing IMHO. DIAGNOSTICS The Transmission Control Module (TCM) of your Allison Automatic monitors the transmission’s electronic controls; and when a problem condition is detected, it: – Restricts shifting – Illuminates the CHECK TRANS* light on the instrument panel – Registers a diagnostic code Continued illumination of the CHECK TRANS light during vehicle operation (other than start-up) indicates that the TCM has signaled a diagnostic code. * For some problems, diagnostic codes may be registered without the TCM activating the CHECK TRANS light. Your Allison Transmission authorized service outlet should be consulted whenever there is a transmission-related concern. They have the equipment to check for diagnostic codes and to correct problems. http://www.rtsallison.com/downloads/4th_gen.pdf One item I can not look into is if there is by chance a difference between the 2009 and the 2015 shift selector system ? That does not like the the 4th. gen prognostic software used. Kind of reaching for straws at this time. Rich. Late night internet works well after the Camp Ground load drops.

Mark, Thanks for the update. Glad to hear that they are working with you on this nasty bug. By this point the ECM, TCM and TPS had all been replaced without fixing the problem. This exchange of parts should have solved the issue if it was a software issue , from my point of view. Pointing to being to fast on the ignition switch is iffy. Maybe changing out the darn switch if they are leaning that direction. Got this gut feeling that when the bug is located it is going to take some thinking out of the box and a stupid / basic fundamental item. There are a number of them between the key switch and the start up sequence. One simply bad crimp, a wire in the harness that is picking up a random noise pulse between 2 wires in the primary startup sequence, that should not and is not present in the thousands of other chassis or a device that when energized at the ignition on sequence creates a noise spike induced into the data startup sequence. Going to take a few more cold ones or glasses of wine. LOL Worked for years in the electronics field and a few nightmare issues. The level of electronic systems has expanded exponentially. Rich.

TJ. Sometimes it comes down to fear of a liability issue. Maybe if you send a PM to Desertdeals69 ,and ask if he has a part number filed somewhere. The to coaches are real close in age and the layout could be real close! Rich.

Correct Jim and it requires some good skill sets to do the repair. Rich.

Like Brett asked, What chassis is the Coach built on? Could be an issue if they used a VDU module ! Hard to offer good and relevant information with out good information. Rich.

Richard, The reset buttons can be an issue. I do not have the reset wiring circuit memorized, but I kind of remember there is a temperature and oil pressure safety circuit setup. If the generator restarts quickly after a shutdown and it starts right up after resetting, I would just replace it. It is no longer a spring chicken. Do you have a "J" series temp probe with your meter? Hook it to the cooling system and see what the reading is, also! the oil pressure sensor resistance reading should not jump around while measuring ohms. The devil can be in the wiring details and where is the circuit power being supplied from? , but in your case the the reset is number one on list. Rich.

Jack, Welcome to the FMCA Forum! You Did not post the Make, Model and Year of your coach; but the pictures provided look like a Winnebago layout. Was there some electrical storms in the area while you where away? Was the Microwave clock or any other item not running properly in the house when you returned? Rich.

I Think this issue has been repaired, after a few PM's . This is the last reply. New gauge is fine. I went ahead and re-ran a new wire from sensor to gauge and it works. I think there is a short somewhere in the old wire. I think it was grounding out. Rich.

When replacing items, quite often there are other items that need to be replace because of wiring, plumbing and mechanical differences. What I refer to as the Domino effect ! Rich

Mike, Thanks for the information and the chemical formula . This information would ex plain -I thinking, why the DEF looks milky as it ages ? Glad you found a post right in your sweet spot. Kind of like Chemistry 102 on this end. Like learning how transistors worked way back when they where more of a curiosity then the main stream item of today. Rich.