dickandlois

wvujassman, Welcome to the forum ! The best guess is you coach is equipped with this system. uses DC power and Vacuum to control the cold and hot mixture and where it is directed to - floor - vent - defrost. You need to cycle the system from A/C to Vent and Defrost to check the Vacuum system. Then you posted that it is ether to cold or to hot when you turn the temperature knob. This is part of the wiring that controls the mixture. Air mix servo pdf. This is the complete wiring diagram for the system I think is in your coach. Denso_RV_HVAC There is a test fixture that is used test the DC servo mixture motor system. This is the best way to pin down the problem. You might contact The REV Group for some possible service locations. The repair of these systems is well beyond most skill sets of the coach owners - so you might want to contact the REV https://www.revgroup.com/rev-group-best-luxury-rv-manufacturers Rich. Air Mixture servo.pdf DENSO_RV_HVAC_Wiring_Diagram-Electronic_Dial.pdf

Jay, You did not mention where the service is being performed, RV service center or a HAVC shop. RV service centers are most often, R and R centers. Trouble shooting is not in there skill sets, and rewiring of the thermostat and power control skill depends on who and where. RV service centers are not always employing techs with the proper background. As mentioned R and R of the unit should not be a big deal, but the tech doing the work is. Rich. Question, Was the Roof AC unit damaged do to a hail storm - that damaged the condenser ? You might be able to get an insurance adjustment. Compressors do fail, but yours is not all that old and a damaged condenser will cause higher temperatures and current flow in the compressor.

Well, you have eliminated some items - like the shore power cable and the 50 to 30 amp adapter. Regarding the coach end connections, the connection resistance between the CG Riser end and the point where the coach end connects to the coach ATS should also read real close . I also measured resistance of my shore power cord and got 2.4 ohms on all the cables, so that's good to. Your coach is equipped with a power core real ! For it to work there needs to be a slip-ring stile connection between the real and the connections that attach to the Wires going to the ATS. What kind of reading do you get ? or are the readings you posted between the Riser end and the ATS? Regarding the Circuit breakers and the Neutral / ground buss bars do need to be tight. The power coed feeds the L-1 and L-2, supply 50 amp main circuit beakers in the power panel and those breaker terminals need to be tight ! The EMS System PDF file shows a typical wiring drawing for a 50 amp service on page 15. Note ! Most coaches of the model year you own have an EMS installed - the oldest being the 700 series up to the 900 series. Hope the additional information clears up the wiring path for the 120 volt systems, they do very some from model to model and year to year. Remember all it takes is a loose connection, damaged wire or a damaged transfer switch to limit current flow. Rich. Intellitec EMS 800 system.pdf EMS Operation.pdf

Welcome to the FMCA Forum Sent you a PM that might help you. Went right through the middle of Winnipeg years ago when we missed the bypass, but that time we had a much smaller coach. Would not like to do it in the one we have now !!! LOL Side note, Worked with a fellow from Winnipeg - on and off for about 15 years. Lost track of him when I retired. Rich. To reply using a PM - open by clicking on my name above the picture, there will be an envelope in the top right corner - click on it and fill in the send a message form !

What is the BTU rating and make of the different Roof AC units? Could you run all 3 units in fan mode only? You did not mention if the Circuit breaker trips when connected to the 15 amp circuit, a 20 amp circuit breaker should can handle One AC unit, IF the battery charger is running at the float level. The current requirement for the charger should be 3 to 4 amps in float mode. A good circuit breaker would be working real close to the trip point though. A 11,500 BTU AC unit would require 32 amps at full load at 104 volts. What readings did you get at the shore power riser using a multi meter. The same unit at a line voltage of 120 volts would require 28 amps. What is the resistance reading across the shore power ATC contacts for the L1 and the L2 circuits? What is the condition of the ATS L1 and L2 wiring terminals in the ATS boxes and the ground connections between chassis and ground buses. Check the condition of all the connections at both ends of the shore power cable? You might be able to barrow a known good 50 amp shore cable using the 30 to 50 amp adapter you used at the camp sight. You did mention cover off the ATS box and the voltage from L1 to L2 was 104 ?? and L2 to L3 was the same while at the campground. 104 volts on both L-1 and L-2 measured to neutral or ground? The other connections to check - are the neutral, Common and circuit breaker connections in the Ac power panel. I know that you mentioned that everything worked well when the generator was running, but things do loosen up over time and a number of coach owners include checking them as part of their yearly maintenance program. All AC Power sources disconnected or off while checking the ac power connections !! Rich.

Chollenback, I'm sending you a PM with some information that might be real close to you Oil pressure gauge wiring. Rich.

The Original post link information is longer working. So I will attach some PDF files. Hope this information will stays on the FMCA servers. The PDF files cover the Ford F-53 / 59 commercial series because some of the information is included in the OEM PDF files along with the F-53 RV chassis series. Also including a file for the F-450 RV chassis. The current list covers 2006, 2011, 2014, and a little heads up link for the 2019 series. That looks like there will be a CNG option for fuel, but my personal thoughts on this item from doing some research - is there some major gaps between fueling points in portions of the country at this time. To consider it as an optional fuel for Rv's. https://www.ford.com/commercial-trucks/stripped-chassis/models/f53-motorhome/ There is more information then many might need, but also information that covers how chassis wheelbase affects item like - Tow vehicle maximum weights. Front axle kingpin angle and other chassis info and charts. Current links that are still good. https://owner.ford.com/tools/account/how-tos/owner-manuals-search-results.html?year=2015&make=Ford&model=F-53 Motorhome Chassis&currentVehicle=true http://www.fordservicecontent.com/Ford_Content/Catalog/owner_information/2016-Motorhome-Owners-Manual-version-1_om_EN-US_05_2015.pdf Hope this is helpful information and helps one ask informed questions. Rich. Ford 53-fseriessd_06mhc information..pdf Ford_2011_F53_F59_v1-0_Chassis_and_fuse_box.pdf 2014_F53_F59_SB_Chassis specs.pdf Ford-F-450_2015-Motorhome-Owners-Manual-version-1_om_EN-US_07_2014.pdf

Good points Brett! One also has to remember if the transmissions are setup with 4, 5 or 6 speed transmissions. There can also be different Torque converters, they can very slightly - dependent on the chassis wheelbase, that changes total weight of a coach and then add a towed. The Tow / Haul switch being on or off directly affects shift points and how the engine / transmissions shift and breaking works. One size does not fit all. Rich.

Marvin, Check and see if there is a recall for the problem, some of the longer slides where installed with 2 slide rails installed / where there should have been 3. The other item - is how much weight is stored in the slide, there are upper weight load limits. Rich.

Ron and Sherry, Welcome to the FMCA Forum ! There are a number of different systems and controls systems from push buttons to voice operated. Intellitec control systems a common. I do have some information on the Newmar slide out systems, but only up to the 2007 model year. There is most likely some common items and wiring. Your description helps eliminate the locking arms, now need to know if the motor(s) have power or if there is a connection, fuse or control relay issue. Reading the drawing and ability to use and read a multi meter is a needed skill set. . So a call to Newmar might be your best bet. To contact Newmar Customer Support, call toll-free 1-800-731-8300. http://motorhomeadvice.com/consumer-directory/ Rich.

Do you have a hunting licence ? The bird that is doing the most damage in our region are wild Turkey's. They go up to 30 plus lbs. Rich.

Marvin, Way off the original subject? Original post was electrical and this question is structural. Best answers and information might come from asking unrelated questions on separate posts. Check and see if there is a recall for the problem, some of the longer slides where installed with 2 slide rails installed / where there should have been 3. The other item - is how much weight is stored in the slide, there are upper weight load limits. Rich.

Edward, Welcome to the FMCA Forum ! Over the years I have managed to have rock damage to windshields. Have not found anybody that makes something to prevent the damage. I have changed my driving habits when driving on Dirt, Gravel, Resurfaced roads and to just keep from getting to close behind trucks loaded with gravel. Also - Keeping an eye on what is approaching from the Opposition direction and just slowing down and moveing on to the shoulder. Still have lost 4 windshields in a coach. Those 4 where covered by caring full glass coverage. Think I'm over all ahead of the added cost. The more miles you drive and the areas you drive in an you will manage to get one broken. The last one was due to failed stabilizer bolt bushings - that allowed the coach front cap to flex beyond the nominal range and that caused a crack in the glass not caused by being struck. Lost one due to a large ravine committing suicide - kamikaze attack !!!! That one caused one of those what the H moments !!! Rich.

The Original Poster has not been on the thread sense posting the problem. A number of members have offered there thoughts, but until mpekala responds it is difficult to know if the issue still exists. Rich.

Welcome to the FMCA Forum ! Just some thoughts, Can you tell if it looks like a mechanical issue? Broken part or steps binding. There is a magnetic switch and magnet on the screen door to let the logic board know where the steps are - also check for broken wire or a blown fuse. Let the group know and if the list does not cure the issue. Post all and any information you can. Rich.

The engine Serial number is stored in the ECM, but getting it requires a reader. The other option is the coach builder and that could be a challenge also. There a some members on the forum that a far more familiar with the engine serial number locations then I am. If you engine is a Cummings it is going to be an 8.3 L I think. Rich.

revleory, Welcome to the Forum. Been awhile between posts. Think your coach is a Diesel pusher. Rear mounted CAC and radiator? If that is the case The high side condenser could be mounted under the coach -near the front of the coach suspended between the frame rails. The output line will go to the dryer - the output of the dryer is the low side going to the heater / AC box mounted under the dash. The return line should have the high side test port close to the point the line exits the condenser coil. Rich.

Circuit breaks react to current draw and GFI's react to current differences between the hot feed and the common return. Poor or loose connections in the breaker boxes can cause false tripping of the GFI. The other item that we have run into - is power strip's with inexpensive surge protectors can trip the GFI when turned on and off. The ground wire is bonded to the common at the breaker box and the ground wire is connected to the outlet - that connects the metal case of appliances and tools to protect against shock hazards should the high side shout to a metal case. Note, There have been some recalls of coaches, because the circuit breakers used where defective. So do yourself a favor and check for recalls regardless of what the make, model and year coach you own. Kind of like checking with the Tire shop or RV dealership that they did registered them, so you get a notice of a defect. The devil in in the details and way to often they slip through the cracks. GFI circuit interrupters are designed to handle 15 or 20 amps.(if one looks at brand catalogs) Should one place a 20 amp GFI in a 15 amp circuit. It will respond with the same difference in current that is set near 5 ma. They just do not care what the circuit breaker size is.The wire size - GFI's can be wired with is 10 gauge down to 14 gauge wire. The fact that a 20 amp GFI will do the same job as a GFI rated at 15 amps. If you ask and look at the box the GFI's come in - the information will most often indicate a 20 amp rating. That makes them fit, residential applications for lighting circuits-15 amp lighting circuits and 20 amp duplex electrical outlets. Rich.

The subject of GFI issues keeps popping up, So give credit to the author of this information. It is well done and to just take snippets out of the article would not do the subject justice. The original web link is provided at the top of the PDF file to explore the issue in detail. The attached PDF file is just a small portion, but for most Coach and home owners offers the basics. Rich. Ground Fault interrupter Physic.pdf

Carl, the charts I have posted regarding the power loose at altitude are excellent as a relative reference. When one wants to know the drop in HP at elevation = A little lower output in KW, but the voltage is steady at 120 volts in most cases. Condition of the filters and carburetor or inches of LP settings being off can cause surging - that issue will change frequency and frequency has a direct affect on voltage when the generator speed drops. Be it 1,800 for a 4 pole or below 3,600 for a 2 pole system. Diesel generators are not affected to the same, but they do loose KW per 1000 ft. changes. When running they Tend to be more frequency stable , but one has to remember that diesel powered units have more HP to start with. Clear as modded water . Your background and sight work most likely exposed you to some interesting challenges. The coach is protected with a surge protector, but when there is a storm in the area , I just disconnect from the riser and run the inverter if necessary. Very seldom been where we needed to run the generator. Major grid damage an it has run for a few hrs . Rich. Carl, was it your model year that had the recall on the power panel circuit breakers ?

xrvfczm4, Welcome to the FMCA Forum ! You mentioned that trouble shooting is not one of your shill sets, How about working with 120 volt / 50 amp power circuits? The most common item that causes GIF to trip is a abnormal resistance between the Neutral and Ground buses in the AC power panels, Connections at the ATS, in the 4 in. square "J" connecting the generator output to the wiring going to the ATS and Loose connections caused by the Connections at the ends of the shore power cables. They tend to loosen as we drive the coaches down the road or the plugs ans sockets from use. Many coach owners have a yearly check list that includes tightening all the neutral and ground terminals located around the coach. If you are not sure of working to tightening them - have a service tech go through all of them. No power to the coach from the generator, shore riser or inverter(inverter turned off). Rich.

Afordeck, When you get time from taking care of your corn and coon issue. Could you post the millage on your coach, the year(thinking 2002 to 04) and if the lift pump had been changed before this power issue came up. No Noise on the thread for a couple of days - thinking you are still roiling or have gotten home. Rich.

The real issue is the regulator is sealed / potted in a silicon type compound and it is not the easiest stuff to remove with out causing peripheral damage.. What reading did you get on the slip rings and brush resistance of the winding's listed on page 6 lower right hand corner??? Rich.

Mike, There is a standard parts replacement when doing the repair on the 7.5 / 8 KW units at the 1000 hr. mark. Replace the air filter, fuel filter, fuel pump, the water pump drive belt,(Water pump?) check the glow plugs(They often just replace them because of the labor involved in dropping them) check injectors and check the system control board. The oil filter and oil is replaced. The unit should be then tested before being reinstalled !!! So ask questions - as a general practice take a picture of the connection in the 4 in. square "J" box where the generator output interfaces with the Coach wiring going to the ATS. There are a number of items that need to be removed to allow the unit to clear the opening. Go over the process with the shop shop job writer. In your case add coolant and radiator. What coolant do you run in the coach engine? will it work for the generator. Same coolants means one less item to carry. Rich. Cumming Onan Texas. 39. Cummins Rocky Mountain 14333 Gateway West El Paso, TX 79928 Toll free: 800-800-4240 40. Cummins Southern Plains 7045 N. Loop East Houston, TX 77028 Toll free: 800-474-7421 Oklahoma 34. Cummins Southern Plains 16525 E. Skelly Dr. Tulsa, OK 74116 Toll Free: 800-722-2743

Glad you are back on the road ! The fuel supply, pressure and or flow rates are not monitored by the Engine ECM. When you get home and have a little time could you offer information on any Error Codes the where found. No power and no codes should indicate that problem is before the injection pump. First test for no power in this case would be to every thing from the injector pump back to the fuel tank. As a side note Cummings has had issues with school buses and RV fuel supply lift pumps using the ISB series engines. One can install a simple In line pressure switch that turns on a LED light when the pressure drops below 5 psi. When it lights you are getting warning of an issue(s) in the lift pump plumbing. The pump is failing, there is a restriction in the fuel filters or the is a connection or small hole in the fuel line between the lift pump input and the fuel tank. One can also install a fuel pressure gauge line from the output of the lift pump and plumb it to a dash area pressure gauge. A more costly way to go, but one knows the fuel line pressure at any given moment. Next time look at installing an after market lift pump and keep in mind that the OEM pumps tend to fail at 25,000 miles give or take a few thousand. Safe Travels Home ! Rich.