dickandlois

Richard, Good thought! Totally forgot about the front heater supply hoses, heater core and the supply valves. I had to fix the one on the return line, on our coach that was located on the drivers side, at the middle of the engine and about the same level that the oil pan bolts to the engine. The supply side valve is located at the back of the engine - engine head. They look just like an outside water faucet in our case. Rich.

Has you oil level increased? A head gasket leak is also a possibility and might not be as easy to find. Pressure testing already mentioned will find most cooling leaks. Water pump seal leak is difficult to see in Pusher coaches. Rich.

The New owners of Coaches that plan to be traveling farther from their home base are not aware of some helpful items that will enhance usable information beyond what is offered at the instrument panels. I understand that there is going to be a FMCA University available to members only in the near future, that hopefully will fill in some knowledge gaps. So, stay tuned and keep an eye on the home page for information as the process evolves. Rich.

Brett, your picture of a dirty radiator is much better then the one I have on file, Damaged and dirty an not as well framed. Rich.

Mike, This is a picture of the CAC / Radiator stack configuration. CAC / Air Cooler is the top / smaller "air to air" radiator and the larger / bottom portion is the coolant radiator. Rich.

Mike, Brett covered things well. Regarding the synthetic oil. Back a month or so ago - I questioned the backwards compatibility of T-4 compared to the T-3 and the consensuses was (if I remember correctly) was that the full synthetic 0-15 or the 5-15 blend was not meant for engines prior to the 2017 engines that need the new blends to meet EPA regulations. Regarding the use of the exhaust stacks - Coach builders often recommend them in there owners manuals. I have used one when ever we are parked in an area where one can run them 24 / 7. the exhaust will trip the Co detectors real fast if the exhaust is not vented upwards. Kind of thinking that Onan is covering a legal requirement, just in case the exhaust pipes have any leeks and there would be the possibility of a build up of Co. Rich.

F438921- your coach used the information posted in this box. The Aladdin system was a proprietary system built just for Monaco and is NLA. So when it goes south you will need to come up with an alternate system. for your's' page 330 of the manual indicates that it is an "Aladdin™ System" displays many AC and DC electrical values, VSMpc is made by Silverleaf and can be interfaced into the existing Dash gauge system wiring. However, silverleaf monitors the engine and I'm not sure it can be setup to monitor the Electrical monitoring system you get on your current display. You might need 2 different systems one for the dash display and one from a Charger / inverter supplier. Good luck ! Rich.

F 438921- What is the model and make of your EMS or PCS system? All I see in the original post picture is ESCo. Elkhart Supply Corp. and I can not find any info. on a Energy Management System supplied by them. Just power transfer systems. I see SONY lable under the system supply screen and that information is coming from a system monitoring module somewhere. Rich.

That being the case - the batteries would not last for long running the AC unit. To supply around 14 amps of AC from the inverter would require around 140 amps from the batteries or a 10 to 1 ratio. However, when you look at the frequency readings on the pictured - there is a one cycle difference on the FRQ readout between L-1 and L-2. One would question why there would be a difference in FRQ. This is getting interesting to say the least! Rich. Newmar_Electrical_SS2011Electrical.pdf

Kay, The L-1 circuit powers the Inverter / Charger in most of the systems I have run into, because that is where the 30 amp adapter is directed(unless the adapter is paralleling the L-1 and L-2 at the 50 amp socket end) That still would limit the maximum current to 30 amps. Unless the 30 amp is being supplied from the 50 amp breaker, that would mean the wiring is not to code. 2 and 2 are not adding up ! His monitor is reading over 40 amps with the front AC running. This is a Newmar electrical power panel configuration on page 7. Rich. Newmar_Electrical_SS2011Electrical.pdf

F 438921- What is the model and make of your EMS or PCI system? Rich.

F 438921, This is a link to get a copy of the Owners manual for your coach if you do not have one. https://www.monacocoach.com/resources/media/manuals/2005_Dynasty.pdf Section 8, Page 347 has a picture of the mail and sub power circuit breaker panels - what is on L-1 and L-2. The Current reading on the L-2 side might be the Water heater mentioned by Richard, I'm Thinking Engine block heater ? Need to keep checking into an electrical drawing. Rich.

Wayne, Power gear is now part of Lippert. I posted some information on one of the Power systems used on a Class A coach that mechanically looks like what the OP has in his coach. His Phaeton has what sounds like what is described and uses the same stile sensors and maybe the controller. Rich. The Crash in 08 sure messed up a lot of the paper trails.

Then you have a Sub Panel with a 30 amp circuit breaker in most cases that powers the inverter / charger. Could you check and see if the charger is operating by measuring the DC voltage at the coach battery's. This is to see if the charger portion of the 454 is working and if so the inverter should be operating - if not then that requires some further testing. Rich. See Ross has a GFI in the same model coach located in a bay !

Your at the max load for your current Compressor. Time to look into one of the pancake stile air compressors that can reach 110 lbs. or more. Rich.

Is you coach shore power wired for 30 or 50 amp shore power? Rich.

Your coach has an Inverter / Charger ! Xantrex 454 series - 20 / 20. Two circuit breakers are built into the output of the unit . If you have the electrical wiring, the circuits affected would be # 2 and # 4 . dining area and entertainment equipment and or the Microwave power. this is a common configuration. The Last post, would indicate that the problem is a tripped 30 amp / push to reset power input breaker to the inverter / charger ! The one GFI that might be tripped is often inside a storage area above an close to the inverter. Rich.

Black is the Hot side - Low is Neutral - green is ground. No power to the from the main power panel breakers in a 50 amp, or a 30 amp sub panel or main power panel in a 30 amp coach. Then you have to look at the output circuit on the power Inverter. If you could post the Make , Model and Year of your coach would help. Rich.

Brocki, This is some info on the electric slide out system that might match your setup. https://www.lci1.com/assets/content/support/manuals/pg_3010000062.pdf The steps below are from the manual on how to reset the control board for proper travel both in and out limits. Reset the IN stop point. Note: IN must be set before OUT The reset buttons on the controller are noted in the picture above. Press the reset button for the IN position in and hold while moving the room IN until reaching the correct stop point. When the room is in the correct IN position, release the reset button. This will set the correct position for all motors. Reset the OUT stop point. Push in and hold the OUT stop reset button while another person operates the room switch to move the room until it is in the correct out position. Once the room is in the correct OUT position, release the OUT reset button. This completes the slide control calibration / programming. Failure to completely hold the button in until finished programming will require starting over!!!!!!!! Rich. The manual does picture the limit switches. But not there location spicily.

Should there be no limit switches ? then there needs to be a current limiter circuit - that stops the motor. If you can post any information from the control boards - might be able to track down some info on just what system they are using. From your feedback it sounds like you coach is not using the 2000 series HWH system. Rich.

Things tend to look good, but there is an issue somewhere ! The Key here might be to divide and conquer. Thinking that if one was to remove the ATS control voltage so they do not close (in this case everything between the generator and its ATS works, if I'm reading your post correctly)that leaves only the shore power circuit. Removing the coil voltage from the Shore Power ATS and reading the voltage level at the line input terminal. No drop in voltage ? then energize the coil with minimum load(might disable the inverter / charger) what changes? Then enable the Inverter / charger, what is the voltage reading? Also, what is the voltage reading at the EMS Panel? Finding a difference between the ATS voltage and the EMS system - puts the problem after the ATS and between it and the Main power panel and the Ems. Post any differences or if there is no difference. We will go from there. Sometimes the little things can drive one bonkers. Rich.

You mentioned - No generator start and no internal lights. What is the charge / voltage level for the coach and chassis batteries? I have not located any information directly related to the generator starting circuit wiring ! This is a link to the Owners manual for your model coach. http://winnebagoind.com/resources/manuals/pdfs/Operator2007/07Spirit.pdf NOTE ! To use the 120-volt generator, plug the power cord into the generator receptacle within the utility compartment before starting the generator. This is the same power cable used to connect the coach to the shore power riser !!!!! This is a list of the standard electrical setup for your model and year coach. ELECTRICAL – Auxiliary Start Circuit, Battery (Coach) Group 24 deep-cycle, Battery (Coach) disconnect system, Dual Battery charge control (automatic), Electrical Distribution System DC fuses, AC breakers, 45-amp. electronic converter/charger, Generator Prep Kit, Monitor Panel wall-mounted, battery condition gauge, generator hourmeter gauge, generator start/stop switch, holding tank levels, LP tank level, water heater lights, water heater switch, water pump switch, water tank level, Power Cord 30-amp., 25' SSSSS Batteries (Coach) (2) Group 24 deep-cycle, Group 24 M Deep Cycle Marine & RV Battery Generator 4,000-watt, Onan® MicroQuiet,™ gas, Inverter DC/AC 300 watt (NA w/bunk) This is a link to the service information PDF. Lists about everything used to build the series coach you have and there part numbers - Good file to have if you ever need parts and or pictures of them. http://www.winnebagoind.com/service/wincd/2007/7if331c.pdf This is a link to the electrical wiring - These drawings cover all the diagrams available, but I have attached the ones most often needed for reference when on the road and the page numbers http://www.winnebagoind.com/diagram/Wiring.htm http://www.winnebagoind.com/diagram/2007/07_331c_wire_156519.pdf Page 2 shows the electrical wiring for the Battery disconnect Relay Battery Box Wiring setups link, http://www.winnebagoind.com/diagram/2007/07_300-ser_wire_157362.pdf Circuit breaker location and wiring link http://www.winnebagoind.com/diagram/2007/07_300-ser_wire_148589.pdf Hope this information helpd Rich.

Chollenback, Glad the information was close enough to resolve the wiring. Thanks for your reply - safe travels ! Rich.

There is a micro switch used for the slide in stop sensor and a Reed stile switch used for the slide out sensor. The reed switches can be damaged very easily. Some switch information available, but wiring is still hiding on me. You can call HWH at this number / contact HWH Customer Service for assistance at 1-800-321-3494. Rich.

What is the model number of your coach -31-c or something else and what chassis is it built on? Rich