dickandlois

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

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.