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dickandlois

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Posts posted by dickandlois


  1. I checked the link offered by Frank and there are no pump charts or cross reference information.

    Dealing with the UK limits the time windows with the time zones across the USA.

    Should the Original Poster to this thread be able to pin down the OEM supplier, would be a big help.

    This link is to Sauer Danfoss and they have a number of outlets in the USA, however ! if the OEM supplier is someone else it is of no help.

    https://www.danfoss.com/en-us/contact-us/contacts-list/?filter=countryCode%3AUS%2Csegments%3ADCS

    Rich.


  2. 1 hour ago, GrannyAnnie said:

    We have a Keystone Carbon Toyhauler. When I turn on the water pump it doesn’t turn off. When water is running it is louder but it doesn’t shut off when you stop running water. Just continues to “hum”. Any suggestions?  Thanks. 

    Sounds like the pump pressure switch is not working. There is no mention of a water leak 

    That being the case you might need to replace the defective part, before the pump motor over heats. Just need to turn off the pump when water is not needed until the problem is resolved. A service kit is less expensive then an entire pump assembly.

    Rich.


  3. 8 hours ago, ldoughtie said:

    I looked at the one on ebay, thanks. However, I am trying to find a hydraulic shop and one person recommended tying Lucas Stop Leak. Has anyone has experience with this product? Seems to be very effective on power steering systems and even small engines???

     

    There should be a series of numbers on the Fan Motor. Each on was custom made to the manufactures specifications. The fact that Freightliner has the part numbers and they are NLA. ASK if they have the setup specifications for the unit installed in your chassis. 

    Sauer Danfoss was one supplier for the hydraulic cooling fan motors. The SGM3Y series and the SGM2Y. One of them did have some issues. These pumps where made in the EU 

    To supply more in depth information I may need your personal email sent by a PM as FMCA has limited  or stopped the exchange of information in the PDF format, but many classic coaches  can be maintained. Many times it is like the dog chasing their tail. 

    Rich,,

     

     


  4. 12 hours ago, stacisweeney said:

    I should also probably mention its a gas generator and not diesel. 

    With your feedback and DD,s feedback I feel the job is in good hands. One should have a meter that checks the AC frequency and ac voltage. Keep one plugged into an AC outlet at the kitchen counter where it monitors the generator and shore power when connected to the grid. Just a quick glance offers good line condition information.

    Stay safe and welcome to the RV life stile !

    Rich.


  5. 45 minutes ago, stacisweeney said:

    Hey FMCA family,

     

    my husband and I are new RV owners and we had a small mishap with our generator. We have a 1997 Tiffin allegro bus with an onon marquis 7000 generator.

    my husband went to turn the generator off and thinks he may have accidentally hit the start switch while the generator was in the process of turning off. he also managed to hit some kind of 12 volt switch. since then when we go to start the generator it makes a horrible grinding sound. we've checked the oil in the generator and the oil is fine. does anyone know if there is anyway for us to fix the generator ourselves or do we have to bring it to an rv repair shop??  keep in mind we have an appointment with a repair shop for September 1st but itll take 5 to 7 days just for them to look at Rv once its there and we are keeping our eyes on a system that may potentially make it into the gulf this week which is of some concern as we live in louisiana

     

    Welcome to the FMCA Forum !

    First question is does he have some good mechanical skills? Like doing his own lawn tractor or mower service.

    Rich.


  6. 16 hours ago, TimeTraveler said:

    Our Onan 7500 watt diesel has never given us any trouble but.... for the last few weeks it smells strongly of raw diesel when running. Still runs well and performs as it should.

    What's wrong ?

    What is the Make and Model of your coach?

    If your generator is mounted on a slide-out system the job of replacing fuel lines and other repairs is more  in the DYI category if you are mechanical y inclined. 

    Rich.


  7. On 8/14/2020 at 7:17 AM, UrbanHermit said:

    Wondering about grounding, which was the first two responses.  The symptoms don't seem to me to involve gas supply, esp. with the failed igniter.  Could there be a "the other end" of a ground wire away from the water heater, not visible behind the heater access door?

    Our unit quit a day after working just fine. I cleaned the control board contacts, both the male and female pines with some DeOyx spray / then used a Drummel tool and a soft wire brush. Fallowed with a very light coating of conductive grease. One used in the electronics industry.   A little pricey and not found at automotive outlets. Some of the replacement boards are made by a universal replacement supplier. These tend to have an adapter to be able to mate up with the OEM wiring.

    Had cleaned and checked the ground connections about 2 years earlier.

    Rich. 


  8. 22 hours ago, TimeTraveler said:

    We have C7Cat in an 05 Revolution. Cac and Radiator partially clogged. At 220 degrees it would defuel and creap along and sound the alarm Freightliner cleaned them two weeks ago....but taking it out of the shop here in Kingman Az thy circled the building loading it up with dust.Wife drove it down the rod with me following. i thought it was on fire at first. Rear radiator and it vaccuums everything off the road. Hosed it off and all is good but....t does run hotter on biodiesel.It still gets near 215-218 degrees up hill on I4o in thin air at Seligman on to Flagstaff.

    First trips west from 2006 2007 problems...and  UlSD not here yet and biodiesel was not even on thee horizon. I wish  I could find some old LSD this engine was designed for.

    Had the same problem with a Cummings engine, Cleaned everything and asked Service center to replace the Thermostat. It had failed mechanically with mettle failure .  A  unusual  issue , but it does happen.  

    Rich.


  9. 22 hours ago, TimeTraveler said:

    Our 2005 Revolution 7500 quiet diesel generator is  bit noisy. Only way I see to quieten it is to replace the exhaust and muffler.

    The options on the Onan site are limited and just plain steel, best I can tell. We've  had the Mh this long better get stainless If I can find it. 15 years old, and nothing might be avaolable at all in 5 more years. Any sources?

    Walker makes a muffler and spark catcher replacement. Stainless Steel tubing is available from custom tube supplier or 2, but on the high price end.

    Rich.


  10. 9 hours ago, jleamont said:

    Carl, I have this pump;

    https://thesolarstore.com/aquatec-5513-1e11-b636-550-series-pressure-pump-12vdc-p-496.html
     

    Herman, what micro switch are you referring to?

    Richard, thank you. 

     

    Joe, The latching relay commonly used is rated at 7.5 amps made by Intelitec . They do make one that will cover the 10 amps required by the 12 volt unit you listed.

    Rich.

    Note. One used to be able to buy a rebuild kit for the pump head if the motor is still good.


  11. Think if you look at the video on my first reply on July 15th. the mechanic shows a bad spot in the Positive  crankcase Vacuum line running between the intake manifold and the PCV located in the Valve cover. Not an uncommon issue with the V-10 series engine. Also the V-10 / Trident does not have a vacuum reserve tank. Big Gas power engines make allot of vacuum. The small 4 cylinder and 6 cylinder engines do not make a large source of vacuum.

    For a Trident to loose vacuum, there is a rather large leak or hole somewhere. Same goes for the  8.1 L V 8 engines.

    Rich.


  12. 35 minutes ago, kaypsmith said:

    Chassis and coach 12 volts is not at the transfer switch, it will be where 12 volts ties to the isolater to push 12 volts to the chassis battery instead of the house batteries. The salesman switch turns on and off the house batteries to preserve the charge in the house batteries. Transfer switch only controls shore AC and generator AC to the coach AC circuitry.

    Good Point Kay. However. The relay started to chatter after the Alternator was replaced. Trying to think of where or how the 12 volts that power the salesman switch coil power got crossed into the circuit that power the coach 12 volt power on and off switch circuit. some thing got changed around or cross wired.

    Sure sounds like it is toggling on an off every time the salesman switch is energized.

    Rich.


  13. 11 hours ago, paulrem said:

    Rich, he’s checking it now but says there’s nothing to reverse. One hot, one ground. Suggestions where he should look?

    They may have caused a short while replacing the alternator positive connection. Think you model Coach has a battery isolate  block / device located in a bay area of near the  area of the battery banks. Alternator feeds Positive voltage to one terminal and it is split to charge both the house and chassis batteries. through a diode circuit built inside the device.. Might be able to dis connect the center wire ( engine turned off) and see what the resistance is between the center connection and the cables feeding 12 volts to both battery banks. They should read the same . might need to reverse the ohm meter wires to get both the forward and reverse resistance. Very high in one direction and much lower in the other direction. 

    I hope this link attaches, is an example of the device. There are many different makes and models. But a new one needs to match the specifications of the OEM unit.  Lookup Sure Power. com

    Model number 1314 or 1315.

    Hope this helps It is my first thought, but each coach is setup a little different. Ignition circuit can come to play if there is a diode between the ignition switch and the  and the starter solenoid relay mounted between the starter 12 volt battery power form the chassis battery circuit . 

    The fact that you do not have any coach power when the salesman switch is turned on and the 12 volts is present when the generator or shore power 120 volts is powering the charger section of the inverter / charger. They should have the chassis/ coach wiring files for your coach to trace down the problem.  It become a real issue when one is dry camping and using solar power to keep the coach batteries charged and connected, because 12 volts powers the refrigerator system, the furnace, lights, radio and many more critical systems.

    Because coaches have a split 12 volt system. They become much more complicated. EMS equipment people / techs work with every day.

    Rich.

           


  14. 11 minutes ago, paulrem said:

    I always disconnect from shore power when I start generator. 12 volt system works fine when genny running, but I noticed that when I flip salesman switch to on, rpm’s go up. No noise at transfer switch on generator. Noise at transfer switch is from bottom left relay in photo; the “points” open close rapidly. 

    38047BC3-81A8-45B1-A73B-8C1ED66CEF3C.jpeg

    Sounds like they go the Chassis and Coach 12 volts reversed when the New alternator was installed. This could be the cause of the rapid clicking sound as the relay power is opening and closing as the relay coil power is interrupted every time the relay cycles. Something is wired wrong ! What cables did the Tech? remove and where did they get connected? It currently is wired incorrectly. Time to find out if the coach and chassis 12 volt sources got reversed somehow.

    Rich.


  15. 1 hour ago, jleamont said:

    On most Ford products the problem is usually in one of these plugs. They are notorious for coming loose, another problem area is at the dash pots (actuators) those come loose also and leak. 

    Locating these under the dash of an RV could be a difficult task. 

    Vacuum.jpg

    Interesting thought Joe ! From the OP it sounds like things work with the  AC / heat ducting vacuum switches, but the system defaults to the defrost mode only when the engine is under an increased load while going up a grade. I might be missing something ?

    Rich.


  16. 8 hours ago, akadeadeye said:

    Thanks to all.  Rather embarrassing to let this get in this condition.  I will see how it charges and holds a charge.  Thank you all for your comments.

     

    Don

    Don, over the years I have missed adding water to the batteries more then once. Life gets in the way of our routines at times.

    Rich.


  17. 5 minutes ago, akadeadeye said:

    I am usually very good about checking my liquid cell house batteries the first of every month.  This spring/summer I somehow let it go 3 months.  I checked them today and 3 of the four needed just a little water.  The fourth was completely dry.  All three cells were well below the plates if not all the way dry.  These are Interstate batteries about 2 years old.  I have never seen any water level below the plates before.  Is this battery toast?  Faulty battery?

    Don

    Don, It would not hurt to add some distilled water to them and charge them for 5 to 10 hrs. Then get a hydrometer reading of all the cells in all 4 batteries. That will give you a good starting point. The higher the better ! 

    It is never good to have the water level(s) below the plates. Not knowing the age of the batteries in question, One might be able to revive the worst case battery. A load test will then quickly answer the question. 

    You can then proceed with replacing just the one or the one paired with it.  Running the Charger in the equalize mode will eater kill or cure the battery with the lowest water level. The odes do go down as the batteries age!

    Hope these thoughts help you get a answer to your question.

    Rich.


  18. Wes, Welcome to the FMCA Forum !

    Totally agree that there is a vacuum issue.

    This Video might help find a hidden issue with a primary vacuum leak on V 10 engines. The fault codes listed also can come up, as the mileage on the engine increases . The Vacuum leak can cause converter failures down the line over time.

    Rich.

     


  19. 12 hours ago, ronandsue74 said:

    It's a 50 amp coach. My power management panel shows that I'm pulling just 2 amps. I still pop the circuit breaker when I turn on the inverter.

     

    Thinking that if the batteries, both Coach and chassis are disconnected from the charger / inverter, by removing the ground cable from the output of the charger and the circuit breaker trips.

         That ether the 30 amp or 50 amp Breaker is defective or there is a short in the charger, if the inverter works fine when turned on and no shore power or generator power is supplied and it makes AC power. That indicates the  inverter is working. Then the issue is in the charger portion of the Xantrex.

           Shorted power diodes or transformer ac line input side has an issue. Short big enough to trip the main power breaker.   

    It's a 50 amp coach. My power management panel shows that I'm pulling just 2 amps. I still pop the circuit breaker when I turn on the inverter.

    One question! Is it the Xantrex input 25 amp breaker that is tripping or the sub. power panel 30 amp. circuit breaker that is tripping. If the 50 amp main power breaker is tripping. You might be looking at a failed breaker.

    The bulk Charge current on the DC side is around 75 to 80 amps on your model. That being the case the maximum AC current should be around 7.5 or 8.0 amps AC. It is around a 10 to 1  ratio.

    Rich.


  20. 11 hours ago, Lengelb said:

    Thank you all. This is a gas generator. 5500 kw. It will do it through the whole state of AZ .most of the time. At my home of San Deigo I do monthly runs for over an hour with both A/C's,water heater and a vacum running just to add load. This never has a issue. I have the issue this year when the temp is around 100 or above. Running both A/c's or just 1 or even none I could keep it running. As for location it is driver side about in the middle Of the coach. Today it worked great with both a/c's as I went though Oklahoma.

    Gas Generators have a lever that you need to change to compensate for altitude. One setting is for running the generator above 5000 feet, the other setting works best at see level.

    Second, How many hrs. on the gen set? Might be time to replace the air filter, Fuel filter,spark plugs, plus some other items depending on the hrs   How many hrs . sense the last oil change ? 

    Rich.


  21. F347633, Welcome to the FMCA Forum!

        Personal thought because  the gauge jumps, is the possibility of the issue is being caused by a damaged wire. Running from the pressure sensor to the gauge, rather then a corroded connection.

    A wire tracer like the ones used by IT installation tech. should help fallow the wire  from the sensor to the connection at the dash panel. Lowe's sells them as a possible source.

    TIA Chris, This is a attempt to send a link to the information requested, by the original poster of the problem. I just tested the link and it worked for me. A little like finding the needle in the haystack.

    https://community.fmca.com/messenger/7828/?do=findComment&comment=19505

    This should go to the original message posted about the issue and a copy of the requested drawing.

    Keep me in the loop !

    Rich

    SMC Safari_Service_ Ctr.pdf

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