dickandlois

I had some time the other day to do a little math on just how much air by volume goes through an internal combustion engine by displacement. The following is some of the process I went through to calculate air intake in a large gas power engine or a medium sized Diesel engine. The PDF file covers the sources of the equations used and some interesting numbers. The rate of the air flow in MPH kind of stood out and offered a good baseline for why one wants to keep the system clean and in good condition. The interesting item that kind of stands out is the difference in aspirated engines and engines with the addition of turbo chargers efficiency changes. Kind of give one the key reason why when a turbo power systems power drops off so much when that system is compromised in any way. Rich. Engine Air flow by displacement.pdf

Dickmasse, Welcome to the FMCA Forum ! There are members that offer to drive other members coaches / RV's and some offer to be helping hands when it comes to getting some work done on things. Could you offer some information on the overall condition of your motorhome - Like how long it has been in storage and it it might need some TLC or some other work before it is ready to move. Also, is it a Gas powered unit or Diesel and what size unit is it ? Rich.

chrisnissen, Welcome to the FMCA Forum ! Did the AC work when you tested it at the shop? Does the heater blower work when in the vent setting or with the AC off? Rich.

Tom, Welcome to the FMCA Forum ! A good amount of the Information on the Coach has been lost over time, but this link might help get some information. http://www.monacoav.com/featured-brands-bose.htm Rich.

2013 tiffin, Welcome to the FMCA Forum. There have been posts that described the issue. They can be operated by air or by an electric motor turning a worm gear with a scissor type mechanism. With a grinding sound, I would go with a stripped drive gear caused by a binding in the mechanical assembly. Rich.

This is a link to finding a number of the headlights and other lights for a number of coaches. One can use the DOT number on the lights if it is still intact, But this sight uses the Manufacture, Model and Year to cross reference the items. They do not have everything, but do list a fair number of them. http://buyrvlights.com/product.html/ Rich. This link might also help. https://www.bonanza.com/booths/Lighting_4_U

Jim, Our Freightliner chassis has a pulse conditioner in the speedometer circuit. The wiring diagram does not show it. The module is powered from the ignition circuit. That might be where the smell came from? Also, the speed sensor on our coach has 2 sensors on the same probe and 4 wires. I have had trans fluid weep from the fluid bath and work its way into the harness connector. Clean it with CRC and reassemble. Some ECMs are set up to use the transmission sensor for the Tachometer and the Speedometer. There is a 2 wire and a 4 wire sensor depending on the setup that was used when the chassis wiring was designed, all related to the Engine and Transmission Year. To count the pulses you could use a Pulse detector prob - to see if it is working. The only real way to get a count is to use an oscilloscope. A frequency counter might work? This is the sensor information DATA sheet for single and double sensor units. Rich. Still looking for the picture I took of the pulse conditioner. Some times there are to many files spread out over applications. LOL Speed sensor link for the Allison AT, MT and HT Series Allison_ Trans_Side-Look-Speed Sensor.pdf Speed sensor link for the Allison 3000 and 4000 Series- There is an upgraded sensor - so the OEM part number will have been superseded. It is a direct interchange for the OEM Sensor. The Motorhome transmissions like the MD 3060 included. Bell Alison Speed sensors_2009_1094.pdf

Thanks Brett ! DW is not home and it is a little cool up here today, so I have time to chew on this one. Rich.

Thanks DD, The axle is not going to be moved or any bolts removed other then both end bolts, in any way to replace the tract bar. The information as I read you reply - is to measure from the frame rail to the wheel and that both sides should be equal, with a tolerance of 7 mm / 9/32 in. of the center. Now if I loosen the mounting bolts and the track bar length of the new one and the old one are equal - things should be fine and the frame rails should not move relative to the axle if nothing else is loose. Rich.

Well, got into a job and no information in the Freightliner shop manual on the proper removal and installation of the Front Track bar. Got some measurements for centering the axle left to right distances from the Left and Right brake drum, but no drawings and method of setting the distance at 7mm / 9/32 on both ends of the axle to center it on the frame. The OEM part has developed a seal leak at one end of the bar bushing. I could measure the center distance of the OEM Bolts holding it in place and match that length before installing the new one. Thing is, when the bar is removed will the frame spacing change? Requires the coach to be aired up and level to do the job per freightliner. New stabilizer parts was simple compared to this job. All the settings and info is in the Shop Manual. Rich.

Ha, Ha ,Ha - thanks Rich.

Those are real good directions, but Some where I missed a turn and wound up going through El Paso. LOL Now I know why Brett thinks I need a Lobotomy. Do Not Go There Brett! Maybe all I need is a better map and 2 or 3 more road signs? Rich.

The trick might be to warm / heat the area of the tank that you want to apply the plastic weld. plastic welders extrude it, but the tank surface is cold and the beads cool as quickly as the material is applied. Rich.

Moonwink, It is hard to visualize the clearance between the dash and the oil filler tube. Could you attach a picture and offer some measurements for the group? There are a number of oil filler items on the market and something out there might work, finding things that work can be challenging. Rich.

Brian, When the generator is cold there is a delay that allows the glow plugs to heat up before it starts as Brett mentioned. There are service intervals set by the number of hrs on them. Just a note! if you run the fuel level is below around 3/8 of a tank - the fuel in the line feeding the generator can drain back into the fuel tank. When this happens you can prime the generator by holding the stop key down. This only runs the fuel pump! So the next time you start the generator - Hold the stop switch down for 30 seconds and then press the start side down. If the delay is the same - then everything is nominal . No fulling issues, just need the recommended service. The fuel pickup for the generators are set higher in the tank, The coach engines have priority for the last fuel in the tanks. Rich.

This is a link to some information that my help owners of Class A Gas Coaches built on a Workhorse that have issues with the instrument cluster. This link is the starting point. https://www.ultrarvproducts.com/105297S-Workhorse-Actia-Instrument-Cluster-*Replacement-Screen-Kit* and the PDF file that covers the process. Rich. ActiaLCDInstructionsV2-OPT__replacement_pdf.pdf If you wish to purchase a rebuilt cluster see Part # 105297U

Kelly, you might try this phone number and see if it leads to some help. Medallion Instrumentation Systems17150 Hickory StreetSpring Lake, MI 49456(800) 828-8127 Rich. This might help also. Technical Support | 616.847.3700 | techsupport@medallionis.com © Medallion Instrumentation Systems LLC, Spring Lake Michigan, USA

Ernie, Yes, Welcome to the FMCA Forum! What Model of coach? Is the refrigerator mounted in a slide out? A restriction or air flow issue would effect cooling in both in LP and AC mode. The fact that its cooling when parked - kind of makes me wounder it there is an issue with air flow. Do you travel with the windows or the roof vents open? When you mentioned replaced the 1200 with a 1210 is the 1210 a new unit? Do you get an Error code or a check refrigerator Light when it fails to cool? No fault code = Poor ventilation. Off-level operation. Dirty burner. Low AC voltage. Cooling fan inoperative (if present). Improper installation. Things to check= Check enclosure for obstructed air flow. Level unit. See page 32. Does not appear to be an issue from the OP Clean burner. See page 28. Check AC voltage input. Test fan operation. Check installation. See pages 19-23 and 1200 Installation Manual. From your original post did you ever have an issue with the old unit until it failed ? Rich.

John, Welcome to the FMCA Forum! The part I find interesting is that the Fan is labeled 24 volts ! and the coaches are setup for 12 volts in most cases. The installer might have chosen a 24 volt fan because it would run much slower on 12 volts. Does your coach have ceiling fans in the bathroom and Galley ? these fans have switches mounted in the fans. There is no information on the fan wiring located on the floor and it does look like someone added it. So do you have any power to the wires going to the fan in question? The person who installed it might have installed a switch some where in the wall or a cupboard. That would be the closest location to the wiring feeding voltage to the outer roof fans. The 2 Ceiling Fans are power from a 12 volt fuse box that is often in the rear bedroom. A Yellow wire with a white tracer, 12 Gauge, connected to fuse circuit number 4 in the information I have on file. This should be a 20 Amp fuse. Best I can do wit the information you supplied in you post. A little more information regarding wires at the fan or finding a switch hidden somewhere might help solve the issue. Rich. SMC Sahara 12vdcRoofWiring.pdf

The Alumi Light was built on an F-53 chassis. Think your high / low dimer switch is located on the steering column and has a mechanical link connected to a switch mounted on the column. Ford supplied the high /low wiring. Do you have the owners manual for the coach? Information on the F-53 chassis electrical is weak, but a Ford dealer should be able to help. Here is a link to some headlight dimmer switches used in the 1988 model year trucks. https://www.partsgeek.com/ss/?ssq=Dimmer+switch&make=ford&year=1988&model=F+Super+Duty Rich.

Joe, I have a twin to the same gauge you use. Rich.

btulskie, Welcome to the FMCA Forum ! From the information you offered it sound like the Coach batteries are charging from the alternator ! and the inverter is making power until the batteries run down. Do you travel with a multimeter ? you need to check the charging voltage supplied from the inverter when you are connected to shore power. Is the inverter circuit breaker in the power panel turned on - or need to be reset by turning it off and back on? Any error codes showing up? What is the make of the charger / inverter installed in the coach? Do you have 120 volt power to any of the receptacles when connected to shore power? Rich.

Roland, I purchased new valve stems at NAPA, that included all the hardware. They also supply solid valve stem extensions that work real well to extend the inner duel valve stem so it is much easier to install pressure monitors or to get a good connection for the pressure gauge and the inflation tool. Brass, is king when it comes to valve stems and serviceability in the environment and conditions they are exposed to. Rich.

A number of slides have seals that flip when the slides are extended and retracted, because that is how they work. So it you could attach a picture of the seal(s) causing you concern. The information you get would be directly related to the item. Rich.

The ATF just being added to the oil will not hurt the engine, BUT you will need to drain all the oil - if you have run the engine, then change the oil filter. Not a good idea to run the engine for any length of time !!!! Rich.