dickandlois

Rob, Sounds like someone has changed the wiring some. Rich.

Well, try this trick until you find the step switch location inside the coach. Think the power steps will come in when you turn on the ignition switch, so maybe you can start the engine retract the steps turn off the engine and open the door - do the steps stay up/closed or do they extend. Common practice on the P-30 chassis was to have steps wired - so they come in when the engine is running (safety issue)-steps powered from the chassis battery via the ignition circuit, but they also wired in a circuit powered from the coach battery, so one can retract the steps from inside when the engine is not running and this circuit has a separate fuse. So if the steps extend with the engine off - both fuses are good and the switch needs to be located. Got to be close to the door. To keep it from being turn on or off it might be located in a cabinet in the area. Rich.

Karl, Not sure what turbo set up you have - Waste gate or VGT? Waste gate issue is a possibility if it is stuck open - the control link is set to close the gate and open it at set pressure point. the control is spring loaded and that sets up a situation of getting to much boost if the boost pressure hose between the exhaust and the control module failed. A Variable Gate Turbo change there internal geometry,(They are controlled buy electric motor or air pressure) with a sliding internal gate and when they start to fail - more often then not - they get cranky before they seize up. Kind of thinking you are outside both of those scenarios, there is always one that will through you a curve ball now and then. So just maybe it si a fuel issue, a couple of quick pressure checks will cover that. and if one disconnects the exhaust line from the turbo and look into the discharge side of damage can get some clues to what happen to the Turbo internally. Rich.

Wining is alI can do for now! We are getting real wet again !!!

Karl, by chance can you hear the turbo spool up, like a high pitch wine? that being the case the turbo did not fail and it is possible one of the silicon hoses coupling things together slipped of or popped a hole. The second possibility is the hose coupling the intake air to the air compressor failed. you maybe making air pressure but it is going out as fast as it goes in = zero psi. Hope it is some thing simple. need boost and fuel to make power. Rich.

wingman5th. The Turbo will not spool up until your tack. reading is around 1600 to 1700 RPMs. When you depress the throttle, does the RMS increase above idle speed. With no load / coach in neutral do the Rpms increase. No Code or check engine lite - would make me thing the issue is external of the engine, fuel lift pump, fuel filter issue. Any indication of a fuel leak at all from the fuel tank back to the engine? Rich.

Steve, is your coach built on an Oshkosh Chassis by chance. They had a back up break boost system that was powered off the 12 volt system. To many different set ups,but I will check in my notes. Think your coach was built on a Spartan chassis. Really - things get down to the details in most cases ! Rich.

Surge Protectors are kind of like a traffic cop! Its job is to look at everything related to the Shore Power Riser wiring, voltage levels, frequency and if the unit is happy, you get a green light. Prevents a lot of damage. Like not going through a Red Light or running a Stop sign. Any of which can cause an expensive repair bill ! Rich.

pollonbeeche. The motor drive circuit has a current limiter circuit. This protects the motor and the linkage from damage when the step sticks, strikes something or the mechanical linkage is binding. That circuit just stops the step when the limit is exceeded and the light circuit is turned off also. Sounds like it is time to lubricate all the pivot points - some are up nuder the floor area where the system bolts to the coach. The best way to get it them is to extend the steeps, kind of get under the coach and spray things with a good spray on oil. Like LPS, Super Lub or Triflow. WD-40 is more like a penetrating oil and does not last when exposed to outside elements well. One item that needs oiling on a yearly bases. Rich. When your post is red by one of the moderators, it will be moved to the appropriate thread with a number post pertaining to step problems. You did fine! There are a number of threads and finding the one relevant to an issue can be a little challenging.

The seminar and meet and greet will be during the FMCA National Rally on July 13th. 2017 in Indianapolis, Indiana. The issue is the Seminars are not generally open to visitors using a day pass. (?) Rich.

You did not mention having the manual for the inverter / charger. so this is a link to get a copy. http://www.xantrex.com/documents/Discontinued-Products/Freedom_combie_Owner_manual.pdf My first thought is you are hearing a buzz caused by the transformer plates vibrating. This is quite common in older power equipment. This should stop when the charger is disconnected from generator or shore power. Still buzzing then turn off the inverter portion using the remote panel or disconnect the 12 volt negative power cable from the unit. This series of tests should confirm what section of the unit is buzzing. Rich.

Kelly this file might help pinpoint the compressor series in your coach. Rich. Sanden_Compressor_System__Maintance_CC's_to_Ounce's.pdf

Ray ! Should the AC system have a Receiver / dryer then the system will have an expansion valve instead of an Orifice. Orifice setup used, when the systems are setup with an accumulator instead of a receiver / dryer. Kelly, Ray is correct in mentioning that the Coach AC systems us a heavy duty compressor. The Truck systems use a different weight oil and that can very depending on the size of the compressors also. Some esters and oils will mix and some do not mix well ! Rich.

Steve, Glad you got things working, and like Kay mentioned - things do not like to just set around. Keep and eye on things as you travel. When you take a brake from driving - do a walk around and look for any leaks an include the wheel seals that might start weeping, they tend to dry out sitting around. Safe travels, Rich

Big Kelly, If you can look into the engine compartment or a nimble friend and take a picture of the AC compressor and any of the labels stuck to it and post the pictures or just write out the information you are reading of the pictures. Pictures are worth a 1000 words, but copying the information sitting at a table is a lot easier then writing it down sitting on top of an engine. Second option is to contact the chassis manufacture and see if they can supply the compressor info. the Evaporator is also installed by the chassis builder in most cases. The remainder of the dash AC system is installed by the coach builder. The Compressors can be shipped with no oil, to much oil-that needs to be removed and the proper amount put back in. Does your AC system us a receiver/drier or an accumulator? Rich.

Steve Welcome to the FMCA Forum ! I have some drawings for the older Safari coaches. you mentioned the brake backup system is not functioning as well as the brake lights. So I will look at my files and attach the schematics just the information on the items you asked about and if they match up with your coach wiring I'm willing to send along some others. Do the turn signals work? they are wired into the break light circuits! SMC Tail_Clear.pdfSMC Tail_Clear.pdf Rich. Saf-TURN SIG 1 (ab).pdf Saf-TURN SIG 2.pdf SMC Turn_Sig.pdf This information might help also - there is not much information on the network that cover the older coaches. This is as close as I can come at this time. Beaver_Service_Manual_(Electrical_Diagrams).pdf

Is the service center an authorized Magnum dealer / service center? Most of there authorized outlets are located in central / eastern part of the US or Ontario Canada. Link -- http://www.magnum-dimensions.com/contact-magnum-energy-and-dimensions-teams What portion of the system failed? Charger or Inverter ? Do you get an Error code(s) As mentioned in previous posts regarding a burned up unit, When properly trained tech's work on coach's an need to disable or turn off an inverter these units rarely fail and you mentioned that the coach was not connected to ac power. That would tend to indicate something happened - while some one was working on the coach with the inverter running or the chassis and or coach batteries where being serviced and something went very wrong. With no AC power connection at the time, the charger portion would not be running ! For the members of the forum to offer some good thoughts regarding the problem we need more information, just what burned up or failed and what the coach was in the shop to be serviced. Rich.

Rex, This is what I have been able to find so far, regarding the Fuse box layout. This information is for an 2001 model year, but they do not change a lot. So I.m hoping this will be close enough to find the ignition circuit starting issue. might be just a fuse. You might look for a circuit tracing test set that would place a tone on the starter wire(s) with ignition off and follow the wires from where you inject the signal tone to where it shows up as the wiring runs forward to the ignition switch area. PDF drawing of the fuse box's PAGE 2 upper right hand corner pictures the fuses and circuit numbers for the starter wiring. Look at the wiring drawing of the Service Manual PDF--on page 12 for the drawing of the starter wiring. Hope this gets you close to the problem or directly to it !!! Rich. 2000_beaver_marquis_dc_breaker_panel_schematic.pdf Beaver_Service_Manual_(Electrical_Diagrams).pdf

Rex, I ditto Bret's thoughts ! It would be unusual for the coach batteries to power the starter circuit, but the circuit could have been rewired at some point in it's life. There are fuses in the started circuit that feed power to a smaller starter relay - that connects power to a larger relay and the relay power the starter solenoid. By chance do you have the owners manual for the coach? Rich.

The Engine ECM is bolted to the engine on the left side as you look into the doghouse -most often under the intake manifold - 2 large connectors that are screwed into the circuit board. one for the injector pump and the other 50 pin connector is for information shared with all the control modules built into the coach. Rich.

EvansEscapades, Welcome to an active state on the FMCA Forum! See you joined the forum a few years ago. The group will try and give you some good information pertaining to your request! The item that you might want to check out is the accelerator peddle unit and the wiring harness connections between it and the engine ECM. There are 3 wires connected to a veritable resistor(pot) that could be getting noise(sending erratic voltages to the ECM. One wire will have 5 volts on it, one will go to ground and the third wire voltage changes as the accelerator is pressed and released -informing the ECM of the throttle request for increased or decreased power. Second is a 3 wire connection that connects the Idle reference position to the ECM so it knows the throttle is active signal to the ECM and respond to the throttle or ignore this information because the throttle is not depressed and the engine should be in idle an read the programmed idle speed. The pedal location is exposed to dust and ware over time. Remember what Gary posted and the TCM and The ECM are talking to each other and if the transmission does not see the proper information it will not respond because of some bad DATA on the Closed area network. Now if the throttle checks out the next thing might be to make sure the network cables and connections are good. The fact that you are not getting a check engine code does not completely take the CAN out of the mix. Rich.

Good feedback nowronhere ! regarding the water intrusion, my thought of the source is its location next to the heat / AC ducts. In high humidity environments water buildups in AC mode(around the duct work)and it is going to run downhill, an it sure looks like the module is located lower then the duct work. I have done some work adding some light Mylar insulation around some of the Duct work to reduce the condensation and route the water away from some items that do not like water. double walled ducts with insulation between the 2 walls would work, but they would and do take up more room. Rich.

thefinestperf1, Weak batteries on a 3 year old coach, makes me wonder if there is an issue with the charging system. Now, if you are asking because the coach is equipped with a residential refrigerator and the load it places on the coach batteries is one item that needs to be addressed. If they are not holding a charge and the Amp Hrs. are not what you would like. That is another item. The next question is what size, make and model inverter / charger is the coach equipped with? Pure Sine Wave or Modified Sine wave output? A little more information will help in offering some better options for you. Rich.

Ron, Thanks for the additional information. Both for the Coach info. and the flashing lights and door lock. Issues like your's keep it interesting on the forum ! LOL This is my first thought(s) regarding the flashing lights, they stay on when the dash SW is used to keep them powered. THAT - kind of points to a Positive voltage issue somehow connected to the power lock circuit. The power lock control module wiring or physical location kind of need to be wired close to each other(Common Connector) wire path, fuse / relay box. Next Question. You mentioned that the door lock was cycling as you where loading or unloading the coach. Details question. lock cycled when one entered or exited the coach OR where walking or moving around near the drivers station. Being the coach has a Bus style entry design - could make that a difficult item area to pin down. Does one need to just step inside, bump the passenger set, drivers set nudge the console area. Kind of like looking for that squeaky spot in the floor ! Rich.

Thanks Ray ! For the copy of the connector. Nice Copper patina ! Not what one licks to see in, on or around electrical connections. Rich.