dickandlois
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Posts posted by dickandlois
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Ed, on any vehicle it is challenging. It is under the dash - inside the Heater / AC box and requires allot of disassembly as well as a long list of tools. Even for repair shops it can be a longer then expected process.
Needs allot of thought before proceeding. From your basic description, it sounds like a Freightliner Fred Chassis.
Rich.
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Mark, Just keep looking for possible simple fixes for the issue you are experiencing.
Personally a strong believer in the KISS factor (Keep is simple stupid)
Armed with only a strong curiosity and no wiring info. found 2 items to check.
Note-there is an inline fuse (10 amp mini) between the transmission harness and engine ECM . I would check this out first before anything else if you can find out your coach is wired with an inline fuse. Take the fuse out and look at the fuse holder for corrosion. This will also reset the transmission TCU.
Also found a post that mentioned unplugging both speed sensors and reconnecting them cleared the problem.
I do get Tack speed errors on my older Allison - The transmission fluid weeps out past the sensor connections at the sensor, clean the sensor connections male - in the sensor and the harness connection female. With some CRC reconnect and problems gone for 2 or 3 years. Think it is related to how many miles one drives.
That it for this post. Please let the group know when a solution is found !
Rich.
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Mark, The Lack of DCT's ( Diagnostic Trouble Codes) Will drive tech's nuts. No issues at all when the coach was new and then(if I'm reading you correctly) The mode problem has gotten progressively worse, but when the system is in the correct mode everything works fine. Has anyone measured the transmission shift point pressures. A number of the tests are run with the coach park brake set and the wheels chocked,transmission in neutral. While changing the engine RPM's from idle to 1500 RPM's
Basically, the drive train, engine and transmission communicate Via a CAN network to monitor RPM relative to transmission Turbine speed an internal system pressures.
The 2500 transmission is not the newest model, but you have a newer Cummings engine. That fact means a different ECM setup(programming). but it sounds like you have run a data string monitor while driving and no issues regarding data errors. Also, They should have run a transmission software evaluation on the TCU and the ECM.
If my interpretation of the information to date. It is looking like a simple issue(always the hardest to find). When the ignition key is cycled, a reset process is run. In most cases the reset is pulling required circuits to ground.
Grounds' Corrosion an intermittent connections have always been the biggest PITA. There are internal connections to sensors, out of sight out of mind.
Not having the entire wiring diagrams for Harness and internal wiring of the TCM and transmission. So the thoughts are only from years of loosing over many hrs of work.
Rich.
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Mark, for what it is worth. I think there in the right area.
What Allison transmission do you have in the coach? There are throttle position wires required in some harnesses running between the ECM and TCM. Electrical engineers some times shot themselves in the foot trying to solve one issue - while creating another. Software programs get tested, but in the real world. The time needed to get real time data is limited and high level test equipment is expensive. In meetings with all the personal, The system tech's are the key drivers of a solution. The devil is in the details an engineers are smart, tech's are the ones that pickup the crumbs.
It is allot like the Medical field. The best results are often driven by good nurses . They spend more time with the sick.
Rich.
Mark, setting at the computer and got to thinking. The wiring Harnesses are made by a supplier and tested before shipping. Considering the number of connections, there are thousands of them. There is a strong possibility of one being intermittent - like looking for a needle in a haystack. The issue you are having, one might just see it the harness wiring section connecting the circuit that is most likely to be the culprit could be replaced. There are to many systems that use the same setup working - that fact, should for the most part eliminate a number of items. We often refereed to it as the point of heights probability.
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One has to understand that when the inverter is turned OFF - It is off, But the 12 volt coach wiring is drawing a level of current to power all the coach systems that require 12 volts. Refrigerator control module, furnace control system, water heater, water pump, 12 volt lighting, entry steps, power roof vents, the off air signal amplifier, smoke detector and CO-2 detector in some cases.
How far does the battery voltage drop after 4 to 6 hrs. if you disconnect from shore power and generator?
Also, when the coach is disconnected from any source of 120 volts, The inverter only powers 2 -120 volt circuits - in most cases the Microwave, and ice maker in some cases and circuits that power some of the duplex outlets around the dining area and entertainment equipment. One can open all the 20 and 15 amp circuit beakers in the main power panel. If the inverter IS running, most likely circuits #2 and #4 will be the only 2 circuits supplying 120 volts if the inverter is running. Those 2 circuit breakers are the ones located in the output wiring of the inverter. They Are not in anyway connected or supplied from the main circuit breaker panel !!!!! SO if those 2 circuits HAVE 120 volts when the inverter switch is in the OFF position and not connected to shore power and or the generator, it is not working properly !
The only time all the 120 volt items will work is WHEN connected to shore power or the generator is running. The inverter goes into bypass mode. A auto Transfer circuit in the inverter connects the 120 volt transfer relay source directly to circuits #2 and #4. Those 2 circuits are NEVER power through the Main power panel.
Question, did the block heater some how get connected to one the inverter output circuits? This will put a 700 watt 120 volt load on the inverter and if the block heater switch is turned on, the load on the inverter is considerable !!!!
Rich.
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32 minutes ago, JohnBarkle3 said:I don't know what a smart steering wheel is, just that the cruise, windshield wipers and horn are located there . There are several fuse boxes in the coach including the one you have described in the left outside bay. This box has been checked and all fuses were ok.
John
OK. One piece of the puzzle. A smart steering wheel is one with a number of buttons built into the steering wheel to control items right on the steering wheel.
Rich
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25 minutes ago, JohnBarkle3 said:I should have added that I don't have any manuals that tell me anything. They are all component related, i.e. appliances, heater, sound system, etc. There is one large book that covers the, RV, but nothing concerning wiring other than the location of fuse panels (which have been checked). You're theory about what happened was exactly my thinking at the time it happened. Only problem is my lack of mechanical experience and no idea of where or how to start looking for the solution other than take it to a pro.
John, Does your information picture the different fuse boxes? Thinking the fuse /circuit will be located in the front left outside bay just below the drivers seat.
You could look there and see if there is a bad one or better yet labeled for wiper motor an or connivance fuse(s)
Rich.
DO you have a smart steering wheel ?
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John, Welcome to the FMCA Forum !
I need some information> Does your Coach have a (Smart steering Wheel) That kind of setup has a number of switches mounted right into the steering wheel.
Is the windshield wiper switch mounted on the wheel or on the dash?
I have the drawings for the most common smart wheel used on coaches built in 2007 and the problem could be in that area of the wiring.
A fried relay leads me to think that it melted because of a short - that caused it to over heat. When that happened the wiring for the cruse control and wipers got involved. Do you have the owners manual for the HR ?
This is the starting information I need - hopefully we can narrow it down from there.
With out the Coach chassis wiring - I'm hopping a member on the forum has the drawings or where to find them.
Rich,
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23 minutes ago, F450705 said:Thanks all for the replies! I have not purged the air in my tanks since I've owned the coach...5 years. At least I have a place to start and try to get this sorted out. Thanks again everyone.
5 years is way to long between purging intervals. If it has been that long - IF your coach is equipped with an air dryer, you should have it replaced !
Not all coaches have air dryers and in that case the air tanks should be purged every 6 months at the least.
The chassis service center should be able to show you how to perform the task. Not a big task on most coaches - like 5 min. or less.
Purging removes the water from the primary and secondary air tanks, water in air systems can cause a number of issues!
Rich.
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Brian, Welcome to the FMCA Forum !
The problem showing up in the parking light and door latch are both air driven and cycle at the same rate, if I'm reading your post correctly.
Does the problem only happen when you are driving or also when you are parked? Sure sounds like a leak in one of the 1/4 in. air line systems or connection. Soapy water or kids bubble soap sprayed on the lines and connections cause bubbles to form at any location with a leak.
Rich.
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Rob, Do you know if the cover is closed electrically, Pneumatically(by air) or hydraulically? Different systems need different solutions.
Must admit this is an issue I have never tackled, but have worked on all of them over the years.
Rich.
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Thanks Joe ! Did the DW accuse you of doing it intentionally ? LOL
I sure hope that we can meetup somewhere down the road !
Rich.
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25 minutes ago, elkhartjim said:I had to shut the propane off when traveling the Bolivar/Galveston ferry but I didn't have to on the Aransas Pass/Port Aransas ferry. Both in Texas.
Rich, who will turn the CNG off on the self driving tractors that are in the future?
Might need to program the computers and use a pony to move them around at times. Back to the days of Canals and Mules LOL ! One Step Forward an 2 steps back !
Rich.
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Ditto Bill ! This exchange has brought a Question to the forefront.
If LP system needs to be disabled for some Tunnels, Then does the same rule apply to the new CNG powered Tractor Trailers? or do they just need to avoid them.
Rich.
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I agree with Brett ! The only thought I would add, is check the furnace while parked Before driving the coach down the road.
Make sure it cycles properly, burns evenly,and the blower motor runs smoothly.
Safe and comfortable Travels!
Rich.
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2 hours ago, elkhartjim said:I totally agree. I wish there was a way to disable the side cameras because I've always used the rear view to help when passing. The lag time is very distracting.
Hi Jim! Been a few days since we have had a Pow Wow ! Who's system do you have?
The side view cameras use the turn signal wiring to trigger the cameras, disconnect the correct wire and they will not change. May systems have a setting that allows you to just select the rear view only.
The delay is built in so the side view stays on for a given time - even if the turn signal is turned off. Try to solve one problem and create another ! LOL
Rick.
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New Batteries are not always perfect. About 2 years ago, while at a national rally a coach owner was having battery issues. They where not holding a charge over night. The charging circuit was operating as specified. The batteries where replaced about 6 months before and the owner had the sales recite.
The following day I did a hydrometer reading and One cell had a reading of Water. All the other cells had normal readings, considering there was one cell not contributing any voltage or current. The defective battery was replaced and the system worked as expected.
How does one battery wind up with just water in one cell? Who knows, Kind of think the person adding acid, emptied one container, garbed another and it had only water in it .
This issue has been going around and around, so it might be time to take a hydrometer reading of all the cells, charge each battery / run a load test on each battery - to get a good base line of known information directly relative to the batteries and go from there.
Rich.
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Mike, Welcome to the FMCA Forum !
By chance could you take 2 or 3 pictures of the Mirror and attach them to a post?
Some have an access without removing the mirror.
Rich.
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13 hours ago, bburns8 said:Thanks Rich. We did not have a remote sensor on our other inverter/charger either but we had normal readings 13.2 range. Plan on checking the voltage tomorrow. It will be sunny/warmer and see if there is a change.
When the new unit was installed, did someone connect a remote control to the system and setup the system for you? There is no way to set up the unit that I have found in the owners manual mentioning Dip Switches inside the 458 units.
One needs to remember that the remote cable for the RC-7 looks like a standard phone connection; but they are wired different. A 25 ft. cable is long enough for just about any application.
A basic remote costs around $125.00 and would offer piece of mind and longer battery life over all. The Link 1000 and 2000 cost more and give you more options, at a cost.
You need to look over there literature - I have run into a disclaimer somewhere mentioning no warranty on the units regarding charging level consistency.
Rich.
Read over the information offered in this Link if you have a remote system connected to you Xantrex unit.
When in the equalization mode, the charging voltage level can reach 16+ volts. This level can damage 12 volt equipment connected to the system during this operation. There is a Caution on Page 6 of this folder!
https://www.altestore.com/static/datafiles/Others/Freedom_Remote_Owners_Guide.pdf
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The fact that there is no remote sensor explains the higher then nominal levels.
Brett's thought of resetting the system for AGM batteries should lower the peak float voltage point.
Rich.
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1 hour ago, kaypsmith said:Rich, it is a msw inverter/converter, 3 stage, was replaced less than 4 months ago with a brand new one. Old one experienced a surge caused by an open neutral.
That Makes things interesting ! Hope he has the original installation paperwork and the other kicker, they can be sticklers about who installed the new unit; when it comes to warranty work.
Think one should run the sensor test just the same. There are reasons for extended warranty's.
Close only counts in horse shoes and Hand grenades !
Shipping them around is not cheep and getting a return authorization requires an inspection by a certified tech - if I remember properly.
Rich.
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bburns, Could you post the Year the Coach was built? This thread has been covering an expanding number of issues. I went back through a number of your post and have not found that information.
Think you have an older Xantrex unit and it is a Modified Sine wave unit. Age can cause it's own issues.
I'm pondering the possibility of an issue in the system control logic system and that could be affecting the proper charge point(Voltage and current) in the float level voltage. The other item that might come into play is the remote temperature sensor or connecting cable.
There has been a lot of time spent working on, around and the battery area and fatigue from flexing can happen. So measure the resistance range of the sensor at the phone stile connector with it disconnected. THIS action will disable the logic control circuit - That means the Xanrten Charger / Inverter should be powered OFF while this test is preformed over a period of 8 hrs. Charge control is not working. Try to log the resistance every 30 min. doing that time line.
The sensor can be left attached to its location outside, with a common outside temperature measuring device. The temp is just for a rough reference point. say from 8:00 AM to 4:00 PM.
Post the information.Temperature and Resistance!
Rich.
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9 hours ago, richard5933 said:Of course, this thread that I just finally found may have the answers I'm looking for.
https://www.smokstak.com/forum/showthread.php?t=175356&page=2
I've started reading through it and it sounds like someone had similar issues and a post in the thread walks through the operation of the crank reset circuit.
I'm open to other suggestions as well.
Strange thing is that it worked for a year since we had the bus, suddenly failed yesterday, and now is apparently working again.
Perhaps some moisture got into a switch/relay and froze up the works?
Richard, Looks like I would have expected and the verbal explanation adds some extra information, that helps the the weak print at spots in the drawing.
The battery charging circuit is designed like ones used to charge small lawn tractors, so the setup you adapted for yours is in all respects was a good move.
Sweet find !
Rich.
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On 11/26/2018 at 6:35 PM, bburns8 said:Does anyone know when a computer indicates a bad ABS sensor which side is #2? Is that the driver side or passenger side of the MH?
The common numbering system for parts used in the transportation industry is - Odd numbers Left side and Even numbers Right side for part reference.
When it comes to electrical wiring, things can get messy.
They often go by color codes and some are quit common. At other times electrical circuits go by numbers. Kind of set by corporate electrical engineering history.
So if a circuit reads a odd number - the common side is left and the even numbers are the right side.
This might help, but one should always contact the supplier or builder for the proper information.
Rich.
IMHO. The chart posted is a good representation of the reading one would see from most 12 volt automotive and battery powered electrically operated system with good wiring and operating parts.
Replacing the heater core - Tiffin Allegro Bay
in Engines
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As Bill Mentioned - You can run the furnace to keep the coach warm even on the road, but you will need to find out if there is a way to turn off the heater hose hot water hoses feeding the heater core.
Rich.