dickandlois

Hi Carl, Peter's coach is parked in the UK. He was is the states for a time and then had it shipped across the pond> back a few years ago. That is from memory and at time it is a little dusty! Thinking he also has relatives in Canada ! Rich.

momdoc, I second Bill's welcome ! Island life has its own charm, many on the forum have sailed in and around the area. For me I tend to get Island fever, Not enough roads and love to have the ability to change the view outside the coach, from Palm trees to snow covered mountains. Rich.

jhofeditz, Welcome to the forum ! Tend to agree with DD69, but how do you use the coach? AGM,s are very good for the price, but the Wet cells properly matched to your needs, do a good job. How do you plan to use the covered wagon, boon docking or campgrounds. Rich. Also, well your charger / inverter adjust to AGM charge level and charging current ?

Mike, Have you taken the time to try and talk to the owners? There are times in ones life that one can be down and out. You need to realize that many of them have there own pride and do not want to be a burden on public resources. I did grow up in an area of the Appellation mountains. A hand out insults them, but the offer of a hand up and information on what services or help in your area might be just enough to brighten there day a little - someone took the time to care not criticize. The flooding and other natural issues has hit the area hard and many slip through the cracks or let the own pride hinder getting help. FEMA is not the best example of America. A little love goes a long way - is there a simple item(s) that would make there day. Rich.

Thomandcoley, mentioned this in there reply, They said it had a blocked exhaust port and that the turbo is locked up. The tech showed me - the turbine is supposed to spin freely and it's all locked up. This is a common problem when the engine is shutdown when the turbo temperature is to hot - this causes Coking of the oil in the area of the spool bearings. The Turbo in this case(on the 6.7L) is a VGT style unit. This setup is pictured hear. The other bug is the buildup of carbon in the space between the Shroud plate and the Nozzle ring. RV, truck and auto VGT's use Electric motors(about the size of a pack of cigarettes) to move the actuator. Control Power source is the ECM . Here are some PDF files for the Wastegate Series turbo information and parts brake down Files. Wish I could offer some useful information on the VGT rebuilds, you might start by Googling VGT turbo rebuilders. Rich. HX_Service_Data_Sheet.pdf Halset_Turbo_HX30_32_35_38_40_GW.pdf Turbo Tech 103-True pressure in the manifold.pdf There always trying to build a better mouse trap and we are the mice !

This is what the voltage regular looks like. http://www.flightsystems.com/p-ONAN-305.html This is an aftermarket unit that was made to transfer heat better, There is also a model(the red link) on the information sheet that is a direct mount with a metal case. Link -----http://www.flightsystems.com/p-ONAN-305-0826.html You need to match the regulator boards up. The other board that fails is the control board , but your unit appears to start - you have not mentioned any starting issue. These control boards are both pron to heat damage, often caused by poor cooling air movement and that problem is best addressed by cleaning the generator(with all the old filters still in place, 35 to 40 lbs. of air pressure) Removing the air filter, check for any damage to the blower, clean with air if necessary and replace the old air filter. Hope this helps. How often and when where the filters and other service intervals performed? If the pictures do not match what you have, please take a picture and see if you can get a part number(s) Rich.

Had a similar experience in Houston. Freightliner had no way to get us in for a few days. That would have been OK. They had no level parking spots and no power to keep our refrigerator running. Everything in the coach spoiled and they used plastic sheets to cover the floor that stuck to there work boots and the interior was a mess. They also where just going to let the coach leave with out cleaning the CAC and radiator that where well covered in Diesel fuel. There is a very big gap in Freightliner service Oases centers, Some are very RV friendly and others just would like RVers to disappear !!! Freightliner has worked well for us regarding information, help and parts on a number of occasions, but there service shops tend to be loosely connected to there published information. THe up side there are some that make you well come have great resources like power and water an almost clean enough to eat of the blacktop. Rich.

Carl,Thanks for the heads info regarding the factory recall ! Rich.

Brett, keeps reaching for a bigger spoon ! LOL Good friends are hard to find and if we did not steer each others soup now and then. One of us would get real testy, thinking there was just no love. So I'm not wining !!!! Rich.

Carl, just give Freight liner Custom Chassis a phone call, have the last 6 digits of the Vin # and ask them to send you the Chassis electrical PRF files. There a re 3 pages in most cases and page 1 generally covers the front wiring . If reading electrical drawing is not one of your skill sets, a good service tech should be able to get a handle on things. Willing to go over things with you if needed though ! Rich. https://www.freightlinerchassis.com/contact-us/#contact-us-2 CUSTOMER SUPPORT CENTER 1-800-FTL-HELP (1-800-385-4357)fcccservice@daimler.com

Carl, My first thoughts are, Have you or someone replaced the headlights, done some front end body work? The first thing to check would be the headlight connectors - are they the same on both sides ( same size, same pin connections) and same gauge wires, are the wire colors the same ? Not having both lights ether high or low beams could be a broken ground wire. From you post it sounds like they toggle -, but there are different bulbs lighting .High on the drivers side, low on passenger side and the light pattern changes when you toggle the high / Low switch. One more item are your head lights Incandescent or LED's ? OEM lights or upgrades? Rich. used 2014 Newmar Dutch stair - What model?

This is a list of links that might help find needed or helpful information. https://power.cummins.com/sites/default/files/literature/rv/F-1123-EN.pdf https://cumminsengines.com/brochure-download.aspx?brochureid=1524 https://cumminsengines.com/uploads/docs/Cummins_Onan_Generator_Seminar_Apr_2017_002.pdf https://cumminsengines.com/brochure-download.aspx?brochureid=1534 Added 9-2-2018 Onan Generator service centers Directory List by State and Province with state / Province pinpoint locations . Muffler and Spark Arrestor information on units that meet the National forestry safety Requirements . With the very dry conditions occurring it would be a good time to check the exhaust system on generators and if there is a defective or a unit without an arrestor just install one for your own safety and that of other in the area you are camping or intend to camp. Rich. Onan Accessories Catalog_f-832.pdf Altitude Above 1000 Ft. Power Derating chart..pdf

OK , Try this information and see if they can be of any help. Remember the devil is in the details !!!!! Rich. onan-rv-troubleshooting-guide.pdf

chollenback, In your original post you posted the Model as 63.NHEFA plus a series of numbers,This series falls into the Onan Emerald series. There is an issue with the fuel used with the model you posted using the charts I have. The 6.3NHEFA is listed as a gas powered unit. The 6.3 NHEL( ) series is listed as an LP fueled unit. There are 4 different versions of them listed with different regulator boards offered -so if you contact Onan, make sure you get the proper information required. Is the series label difficult to read? and if so, can you read the serial number clearly - that might be a better route to take or at least an option so one gets the proper information and parts. Rich.

Thanks Kay ! That is what I thought I was reading 3 not 4 and then 5 popped up. Rich. just posted some options.

Chollenback, Should be straight forward. The only thing that would or should cause an issue is if the positive and negative wires are wired backwards. You did post that the OEM unit still worked and it should still be good - over tightening could turn the wire studs and that could cause an issue ? All I can think of at this time. Middle terminal goes to positive alternator output. Most cases and the 1202 should work that way ! The post at the sides of the center terminal - go to the battery positive terminals. The case is setup to be a negative ground. Do you have a meter? set it for ohms. red positive lead to the battery terminals - one at a time with the black wire to the case / chassis ground. All 3 post should read a low resistance and almost equal ! reverse the set up and place the red wire to ground and the black one to the each post in succession. This sould give you a very high ohms reading - open circuit. Get that reading on all the terminals - the diodes in the unit are good One can do the same test with the engine running (The shorts need to be cleared) and read 12 volts at all 3 terminals and all should read 12 volts. Rich. Kay the 2 smaller terminals go to the regulator and drawing a blank LOL links to look at might help. https://www.google.com/url?sa=i&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwj1tZGEyqfcAhVEF6wKHfalARUQjRx6BAgBEAU&url=https%3A%2F%2Fwww.thesamba.com%2Fvw%2Fforum%2Fviewtopic.php%3Ft%3D366746&psig=AOvVaw2s98Mcj9hDzpddE_94Q0Bk&ust=1531964602131174

Have you got a crystal Ball ? That same thought crossed my mind, but not having the full wiring drawings it is one of those unknowns for now! I will be off line for a few days starting tomorrow not because I want to it is a necessity. So time is not free to dig into it for now. Rich. Looks like Bill has a handle on it and I would go along wit Bill , that it is by directional .

That is interesting ! Kind of skews the failure to the refrigerator. One would consider a 2000 W sine wave source large enough to power the refrigerator. Thanks for your feedback ! Rich.

JT, the generator starting power comes from the chassis batteries, but very often the starter control circuit is power from the coach batteries. So by running the engine - that put enough power in the 4 coach batteries to start the generator. The result you got when you tried the use the emergency starting circuit - makes me wounder if the battery connections and the condition of the 12 volt connections at the generator, along with basically dead coach batteries was caused by a combination of things. Rich.

Carl, Keep your fingers crossed, tomorrow is party time. Hopping for none of mother natures light shows. Rich.

DD69, you operated the same type refrigerator on an older inverter, that was most likely a modified sine wave and you have now up dated to a 3000 watt unit. Is the new one a pure sine wave inverter? 3000 Watt inverters where not vary common in your year coach. Rich.

Rick, There are some items that need to be answered. Your inverter and battery setup is big enough to power the unit, but does it use solid state control boards? Will the motor run on a modifier sine wave . Solid state circuits can have less then favorable operation on this type inverter and the RMS peak voltage average is below that of a pure sine wave inverter. 2. The new / second inverter has a built in automatic transfer switch. My idea is to connect the output of a 15 amp breaker in the coach load center (from the original refrigerator outlet) to the input of the new inverter. Then run the output of the inverter to the original refrigerator outlet. Powering a second inverter from a MS unit could create some interesting harmonics in the line powering the refrigerator. The Basic design is not setup for the scenario you are contemplating. Could generate some unwanted heat in both the inverter and the fridge. If you have the needed test equipment and can construct a test setup to test your idea - with the ability to return the items. It would be interesting to know the result. Rich.

kwl0525, The coach has 34,500 miles on it and I'm the 2nd owner. The mileage on the coach, puts the fuel lift pump in the range for the OEM fuel pump to fail !!!! If you do not have fuel pressure gauge set up Have it checked !!!!! Bad lift pumps and cause serious damage to the injector pumps. Fuel flow and pressure is critical. The fuel is used to keep the injector pump cool. Rich.

dpeebles doing a test.

kwl0525, You mentioned that the one option is Phenolic, that is a very rigid plastic, more pron to cracking and with the possibility of high temps when descending a steep grade could heat things up and a dragging brake pad would do the same . Plastic and steel have totally different expansion cofficiants - that would tend to skew me towards the metal pistons, but I have never used calipers with Phenolic pistons. I fear the caliper pins hanging up more then any other part of the caliper ! If the coach sets for extended periods - they need more attention then the pistons. Rich.